EP1751421A1 - Pump injector - Google Patents

Pump injector

Info

Publication number
EP1751421A1
EP1751421A1 EP05766704A EP05766704A EP1751421A1 EP 1751421 A1 EP1751421 A1 EP 1751421A1 EP 05766704 A EP05766704 A EP 05766704A EP 05766704 A EP05766704 A EP 05766704A EP 1751421 A1 EP1751421 A1 EP 1751421A1
Authority
EP
European Patent Office
Prior art keywords
fuel
capacity
injector
internal volume
injection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP05766704A
Other languages
German (de)
French (fr)
Other versions
EP1751421B1 (en
Inventor
Pierre Chaufour
Mourad Hedna
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.)
Renault Trucks SAS
Original Assignee
Renault Trucks SAS
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 Renault Trucks SAS filed Critical Renault Trucks SAS
Publication of EP1751421A1 publication Critical patent/EP1751421A1/en
Application granted granted Critical
Publication of EP1751421B1 publication Critical patent/EP1751421B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • 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
    • F02M57/023—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/40—Fuel-injection apparatus with fuel accumulators, e.g. a fuel injector having an integrated fuel accumulator

Definitions

  • the invention relates to a fuel injection system for an internal combustion engine.
  • the fuel is sprayed directly inside the combustion chamber of the petrol or diesel type engine in particular. It is therefore inside this combustion chamber that the mixture takes place between the fuel and the air, which plays the role of oxidizer.
  • the pump injectors make it possible to inject fuel only during a main injection phase, corresponding to the injection preceding the explosion in the combustion chamber.
  • This injection is obtained by means of a cam profile which makes it possible to move a piston inside the injector so as to compress the fuel just before the main injection. The compressed fuel is then injected into the combustion chamber.
  • this type of injection system does not allow fuel to be injected outside an active area of the cam.
  • unburnt fuel can be brought up to the level of a particulate filter located in the exhaust line, which has the effect of cleaning and regenerating it. .
  • this type of injector allowing a second injection phase currently requires complex common rail injection systems and provided with an internal capacity intended to allow injection pilots to be produced, such as in particular described in the document US 4,913,113.
  • the fuel is not compressed, and their function is limited to injecting the fuel inside the combustion chamber.
  • a common rail system allows great flexibility in multiple injection.
  • it does not allow the forms of instantaneous injection flow rate to be achieved, and to reach the level of injection pressures that it is possible to obtain with a conventional pump injector system.
  • each injector it is necessary to connect to a high pressure manifold which thus comprises a large number of connections which are as many potential leakage zones.
  • injection systems with pump injectors controlled by cams, the active area of which comprises a succession of hollows and bumps. It is then possible to inject fuel at different times for post-treatment needs or new combustion concepts, such as the HCCI meaning "Homogeneous Charge Compression Ignition".
  • the needs related to the mechanical strength and the constraints of manufacturing the cam limit the characteristics of the main active area of the cam. They also affect the filling of the injector due to an increase in the recoil speed of the injector plunger.
  • the position of the secondary injection is dependent on the design of the cam, which limits flexibility and does not allow the injection phases to be varied independently.
  • hybrid systems have also been designed which combine both pump injectors and common rail.
  • a common rail conveying fuel under pressure is connected to the supply of the pump injectors.
  • this type of system is very complex and expensive, and it requires significant qualification to carry out its repair when a fault is detected in the injection system.
  • it does not provide a satisfactory solution for carrying out secondary injection phases at low cost and with high reliability.
  • the object of the invention is to provide a system adaptive to current injection systems and which is also reliable and flexible.
  • Such a system must also make it possible to inject fuel under pressure inside an engine, whatever the position of the piston without limitation in terms of the quantity injected, and with very high fuel pressures.
  • the invention therefore relates to a pump injector intended to compress fuel, then to inject it inside the combustion chamber of a cylinder of a heat engine.
  • This type of injector can inject fuel during a main injection phase by means of a needle whose movement is controlled by a first solenoid valve. In this way, the fuel contained inside the internal volume of the injector escapes through at least one orifice in the combustion chamber of the cylinder on which it is mounted.
  • the injector is characterized in that it comprises: • a capacity, intended to store a volume of fuel under pressure; • a second solenoid valve capable of putting said capacity into communication with the internal volume of the injector to allow a secondary injection phase.
  • This second solenoid valve is activated concomitantly with the first solenoid valve during the two main and secondary injection phases.
  • each injector has an area where pressurized fuel can be stored, then evacuated to allow a secondary injection phase which may occur early, or late with respect to the main injection phase at n ' any time in the cycle.
  • This capacity is placed in communication with the internal volume of the injector by means of a second solenoid valve, which, when it is simultaneously activated with the first solenoid valve, makes it possible to carry out several injections and in particular a main injection phase and a secondary phase.
  • the pump injector comprises, at a filling pipe intended to allow the filling of the fuel capacity under pressure, a non-return filling means able to allow the flow of fuel in one direction, from internal volume to capacity.
  • the capacity is linked to the internal volume of the injector by means of a filling line in which the pressurized fuel circulates in only one direction.
  • a non-return means such as a valve, is fitted inside this pipe in order to authorize the circulation of the fuel only in the direction of the internal volume towards the capacity.
  • the circulation of fuel inside this pipe does not take place until the main injection phase has ended. This is obtained by deactivating the first solenoid valve while keeping the second active.
  • the filling non-return means may comprise a member for allowing the flow of fuel when the pressure difference between the internal volume and the capacity exceeds a predetermined threshold value.
  • this elastic means can be calibrated at a pressure which is higher than that present in the injector during the main injection phase.
  • the dead volume internal to the injector is not increased compared to a standard injector and the yield is identical.
  • the elastic means acts as a pressure limiter.
  • the injector comprises, at an injection pipe intended to make the capacity communicate with the internal volume, a non-return injection means capable of allowing the flow of fuel in one direction, of capacity to internal volume.
  • the pressurized fuel is evacuated from the capacity when an injection is to be carried out, at a specific injection pipe, which allows the fuel to circulate only in one direction, and more precisely in the sense of capacity towards the internal volume of the injector.
  • This circulation is carried out once the capacity is filled and the second solenoid valve activated since it then makes it possible to put the capacity in communication with the internal volume of the injector.
  • Figure 1 is a block diagram of the pump injector, according to the invention
  • Figures 2a to 2f are block diagrams showing the different stages of operation of the pump injector, according to the invention
  • Figure 3 is a longitudinal section of the injector, according to the invention
  • Figure 4 is a clrronogram to show the different states of the solenoid valves and the variables relating to the injection of fuel into the engine.
  • the invention relates to a pump injector intended to compress and then inject fuel into the interior of the combustion chamber of an engine.
  • the pump injector (1) makes it possible to compress fuel which is initially at a low pressure in a supply circuit (16). This compression is obtained by means of a cam (4) driven in rotation by the movement of the engine crankshaft directly or indirectly. This cam (4) then moves a piston (5) capable of compressing the fuel.
  • a solenoid valve (2) then makes it possible to close or open the internal volume (3) of the injector (1), so as to allow the pressure inside its internal volume (3) to increase, or the fuel intake to be compressed.
  • a second solenoid valve (6) makes it possible to lock the movement of a needle (7) whose movement makes it possible to release an orifice (9) allowing injection.
  • Locking of the position of the needle (7) is obtained by making or not a pressure difference between the two ends of the needle (7).
  • a return means (8) then makes it possible to return the needle (7) to its closed position.
  • a capacity (11) allows fuel to be stored under pressure in order to allow injection in one or more secondary phases. In this way, it is then possible to inject at times very distant from the main injection, either in advance or with delay.
  • the two solenoid valves (2, 6) are of the mono-stable type because they include an elastic return means to allow them to return to the deactivated state once the supply has been cut.
  • These solenoid valves (2, 6) can in particular comprise two states and three channels. In this way, it is possible to set, by means of the solenoid valve (2) the internal volume (3) of the injector (1) either at the pressure of the supply circuit (16) or at the pressure P of the compressed fuel contained in the capacity (11).
  • the solenoid valve (6) either the two ends of the needle (7) are at the pressure contained in the internal volume (3) of the injector (l), or one end at the pressure contained in the internal volume (3) and the other at the pressure contained in the supply circuit (16).
  • a filling line (15) comprises a non-return means (10), so as to allow circulation in this filling line (15) only in one direction, namely in the direction of the internal volume (3) up to capacity (11).
  • a second non-return means (12) is attached to an injection pipe (14) so as to also allow the circulation of the fuel under pressure in only one direction, namely the direction of the capacity (11) towards the internal volume (3) of the injector (1).
  • the non-return means (10) comprises a member (13) which is in the form of an elastic member of the spring type. In this way, the circulation of fuel inside this filling pipe (15) is only possible when the pressure difference between the two orifices of the non-return valve (10) exceeds a predetermined threshold value.
  • this solenoid valve (6) allows to put one side of the needle (7) to the pressure of the fuel contained in the supply circuit (16), and therefore, when the pressure P of the fuel contained in the internal volume (3) is greater than the pressure exerted by the return spring (8), the needle (7) moves and leaves orifices (9) injecting the fuel into the combustion chamber of the corresponding cylinder.
  • FIG. 2d corresponding to the phase starting at time t3 in FIG. 4, once the main injection has ended, it is possible to store fuel under pressure within a capacity (11 ).
  • the solenoid valve (6) is deactivated, which makes it possible to put the two sides of the needle (7) at the same pressure P and consequently, this causes it to descend under the effect of the return spring ( 8). Fuel contained in the internal volume (3) is then able to flow inside a filling pipe (15) of the capacity (11).
  • this pipe (15) has a non-return means (10) to let the fuel circulate in only one direction. Indeed, the only direction of circulation inside this pipe (15) is then that going from the internal volume (3) of the injector (1) towards the capacity (11).
  • this non-return means (10) may comprise an elastic member (13) so as to allow the circulation of the fuel in this line (15) only when the pressure P of the fuel exceeds a predetermined threshold value.
  • the solenoid valve (2) if one wishes to carry out an injection during a secondary phase, the solenoid valve (2) must then be activated simultaneously with the solenoid valve (6), which makes it possible to release the needle (7) by putting one of its ends to the pressure of the fuel contained in the supply circuit (16), while the other end is to the pressure P of the fuel initially compressed and stored in the capacity (11), except for pressure drops.
  • the pump injector can be assembled from a number of sections (20, 21, 22, 23, 24, 25), to facilitate its design and the realization of the various pipes present inside its internal volume (3).
  • the capacity (11) can, for example, straddle several sections (24, 25) and be produced by a recess opening into several sections.
  • the anti-return means (10, 12) are obtained by means of balls, capable of moving inside a housing. The displacement of these balls makes it possible to obstruct or not an orifice and then prohibits the circulation of fuel inside this pipe.
  • the fuel injection is represented by the curve D9, corresponding to the fuel flow circulating at the level of the orifices (9).
  • a pump injector according to the invention has multiple advantages, in particular: • it makes it possible to inject fuel outside the main injection phase at any time during the cycle; • it enables very high pressure fuel to be injected using a high reliability solution; • it does not require any modification of the architecture of the engine and can directly replace existing devices, which is not negligible in terms of cost.

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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)
  • Percussion Or Vibration Massage (AREA)
  • Jet Pumps And Other Pumps (AREA)

Abstract

The invention concerns a pump injector (1) for compressing fuel, then injecting same into the combustion chamber of an internal combustion engine cylinder during a main injecting phase, said pump injector (1) comprising a needle (7) the displacement of which is monitored by a first electromagnetic valve (6) so as to enable fuel contained in the inner volume (3) of the pump injector (1) to be injected. The invention is characterized in that it comprises: a capacity (11) for storing a volume of pressurized fuel; a second electromagnetic valve (2) for communicating said capacity (11) with the inner volume (3) of the injector (1) and for enabling a secondary injection phase, said second electromagnetic valve (2) being activated simultaneously with the first electromagnetic valve (6) during said main and secondary injection phases.

Description

INJECTEUR POMPE. PUMP INJECTOR.
Domaine Technique L'invention se rapporte à un système d'injection de carburant pour moteur à explosion.Technical Field The invention relates to a fuel injection system for an internal combustion engine.
Avec ce type de système, le carburant est directement pulvérisé à l'intérieur de la chambre de combustion du moteur du type essence ou gazole notamment. C'est donc à l'intérieur de cette chambre de combustion que s'opère le mélange entre le carburant et l'air, qui joue le rôle de comburant.With this type of system, the fuel is sprayed directly inside the combustion chamber of the petrol or diesel type engine in particular. It is therefore inside this combustion chamber that the mixture takes place between the fuel and the air, which plays the role of oxidizer.
Elle vise plus particulièrement un injecteur, couramment appelé "injecteur pompe", présentant ainsi un piston pour comprimer le carburant à l'intérieur de son volume interne. Ce piston est déplacé au moyen d'un arbre à came entraîné par l'intermédiaire du vilebrequin du moteur soit directement, soit indirectement.It relates more particularly to an injector, commonly called a "pump injector", thus presenting a piston for compressing the fuel within its internal volume. This piston is moved by means of a camshaft driven by the crankshaft of the engine either directly or indirectly.
Ainsi, il faut bien différencier ce type d'injecteur des dispositifs à rampe commune dans lesquels le carburant est comprimé en amont de plusieurs injecteurs proprement dit, qui ne sont alors plus actionnés par un arbre à came.Thus, it is necessary to differentiate this type of injector from common rail devices in which the fuel is compressed upstream of several injectors proper, which are then no longer actuated by a camshaft.
Art antérieur De façon générale, les injecteurs pompes permettent d'injecter du carburant uniquement pendant une phase principale d'injection, correspondant à l'injection précédant l'explosion dans la chambre de combustion. Cette injection est obtenue grâce à un profil de came qui permet de déplacer un piston à l'intérieur de l'injecteur de façon à comprimer le carburant juste avant l'injection principale. Le carburant comprimé est alors injecté dans la chambre de combustion.PRIOR ART In general, the pump injectors make it possible to inject fuel only during a main injection phase, corresponding to the injection preceding the explosion in the combustion chamber. This injection is obtained by means of a cam profile which makes it possible to move a piston inside the injector so as to compress the fuel just before the main injection. The compressed fuel is then injected into the combustion chamber.
Ainsi, compte-tenu du profil de la came utilisée, ce type de système d'injection ne permet pas d'injecter du carburant en dehors d'une zone active de la came. Pourtant, pour certaines applications, il peut être avantageux d'injecter du carburant à un instant proche de l'injection principale pour réduire les émissions et notamment les suies ou lors d'une ou plusieurs phases secondaires relativement éloignées de la phase d'injection principale. On peut notamment faire référence aux injections post-combustion permettant la régénération des systèmes de post-traîtement des gaz d'échappement. En effet, avec ce type d'injections secondaires, on peut faire parvenir du carburant non brûlé jusqu'au niveau d'un filtre à particules se trouvant dans la ligne d'échappement, ce qui a pour effet de le nettoyer et de le régénérer. Cependant, ce type d'injecteurs autorisant une seconde phase d'injection nécessite actuellement des systèmes complexes d'injection à rampe commune et munis d'une capacité interne destinée à permettre de réaliser des pilotes injections, tels que notamment décrit dans le document US-4 913 113. Dans ce type d'injecteur, la compression du carburant n'est pas réalisée, et leur fonction se limite à l'injection du carburant à l'intérieur de la chambre de combustion. Ainsi, un système à rampe commune permet une grande flexibilité en injection multiple. Toutefois, il ne permet pas de réaliser les formes de débit d'injection instantané, et d'atteindre le niveau des pressions d'injection qu'il est possible d'obtenir avec un système à injecteur pompe classique.Thus, given the profile of the cam used, this type of injection system does not allow fuel to be injected outside an active area of the cam. However, for certain applications, it may be advantageous to inject fuel at a time close to the main injection to reduce emissions and in particular soot or during one or more secondary phases relatively distant from the main injection phase . Reference may in particular be made to post-combustion injections allowing the regeneration of exhaust gas aftertreatment systems. In fact, with this type of secondary injections, unburnt fuel can be brought up to the level of a particulate filter located in the exhaust line, which has the effect of cleaning and regenerating it. . However, this type of injector allowing a second injection phase currently requires complex common rail injection systems and provided with an internal capacity intended to allow injection pilots to be produced, such as in particular described in the document US 4,913,113. In this type of injector, the fuel is not compressed, and their function is limited to injecting the fuel inside the combustion chamber. Thus, a common rail system allows great flexibility in multiple injection. However, it does not allow the forms of instantaneous injection flow rate to be achieved, and to reach the level of injection pressures that it is possible to obtain with a conventional pump injector system.
De plus, il est nécessaire de relier chaque injecteur à une rampe haute pression qui comporte ainsi un grand nombre de connexions qui sont autant de zones de fuite potentielles. Pour pallier ces problèmes, il a été conçu des systèmes d'injection à injecteurs pompes pilotés par des cames dont la zone active comporte une succession de creux et de bosses. Il est alors possible d'injecter à différents instants du carburant pour des besoins de post-traitement ou des nouveaux concepts de combustion, tel que le HCCI signifiant "Homogeneous Charge Compression Ignition". Cependant, les besoins liés à la tenue mécanique et les contraintes de fabrication de la came limitent les caractéristiques de la zone active principale de la came. Ils affectent également le remplissage de l'injecteur à cause d'une augmentation de la vitesse de recul du plongeur de l'injecteur. De plus, la position de l'injection secondaire est tributaire du dessin de la came, ce qui limite la flexibilité et permet pas de faire varier les phases d'injection indépendamment.In addition, it is necessary to connect each injector to a high pressure manifold which thus comprises a large number of connections which are as many potential leakage zones. To overcome these problems, it has been designed injection systems with pump injectors controlled by cams, the active area of which comprises a succession of hollows and bumps. It is then possible to inject fuel at different times for post-treatment needs or new combustion concepts, such as the HCCI meaning "Homogeneous Charge Compression Ignition". However, the needs related to the mechanical strength and the constraints of manufacturing the cam limit the characteristics of the main active area of the cam. They also affect the filling of the injector due to an increase in the recoil speed of the injector plunger. In addition, the position of the secondary injection is dependent on the design of the cam, which limits flexibility and does not allow the injection phases to be varied independently.
Pour améliorer cette flexibilité, on a également conçu des systèmes hybrides qui combinent à la fois injecteurs pompes et rampe commune. Un tel dispositif est décrit dans le document US-6 439 202 dans lequel une rampe commune véhiculant du carburant sous pression est reliée à l'alimentation des injecteurs pompes. Cependant, ce type de système est très complexe et coûteux, et il requiert une qualification importante pour effectuer sa réparation lorsqu'une panne est détectée au niveau du système d'injection. Ainsi, il ne fournit pas une solution satisfaisante pour réaliser à moindre coût et avec une grande fiabilité des phases d'injection secondaires. En effet, une telle installation est soumise aux mêmes inconvénients de fiabilité que le système à rampe commune standard à cause du nombre important de connexions présentes sur le circuit haute pression. Ainsi, le but de l'invention est de réaliser un système adaptatif aux systèmes d'injection actuels et qui soit par ailleurs fiable et flexible. Un tel système doit en outre permette d'injecter du carburant sous pression à l'intérieur d'un moteur, quelle que soit la position du piston sans limitation au niveau de la quantité injectée, et avec des pressions de carburant très élevées.To improve this flexibility, hybrid systems have also been designed which combine both pump injectors and common rail. Such a device is described in document US Pat. No. 6,439,202 in which a common rail conveying fuel under pressure is connected to the supply of the pump injectors. However, this type of system is very complex and expensive, and it requires significant qualification to carry out its repair when a fault is detected in the injection system. Thus, it does not provide a satisfactory solution for carrying out secondary injection phases at low cost and with high reliability. Indeed, such an installation is subject to the same disadvantages of reliability as the standard common rail system because of the large number of connections present on the high pressure circuit. Thus, the object of the invention is to provide a system adaptive to current injection systems and which is also reliable and flexible. Such a system must also make it possible to inject fuel under pressure inside an engine, whatever the position of the piston without limitation in terms of the quantity injected, and with very high fuel pressures.
Exposé de l'Invention L'invention concerne donc un injecteur pompe destiné à comprimer du carburant, puis à l'injecter à l'intérieur de la chambre de combustion d'un cylindre de moteur thermique. Ce type d'injecteur peut injecter du carburant lors d'une phase d'injection principale au moyen d'une aiguille dont le déplacement est piloté par une première électrovanne. De cette manière, le carburant contenu à l'intérieur du volume interne de l'injecteur s'échappe par au moins un orifice dans la chambre de combustion du cylindre sur laquelle il est monté.SUMMARY OF THE INVENTION The invention therefore relates to a pump injector intended to compress fuel, then to inject it inside the combustion chamber of a cylinder of a heat engine. This type of injector can inject fuel during a main injection phase by means of a needle whose movement is controlled by a first solenoid valve. In this way, the fuel contained inside the internal volume of the injector escapes through at least one orifice in the combustion chamber of the cylinder on which it is mounted.
L'injecteur se caractérise en ce qu'il comporte : • une capacité, destinée à stocker un volume de carburant sous pression ; • une seconde électrovanne apte à mettre en communication ladite capacité avec le volume interne de l'injecteur pour permettre une phase d'injection secondaire. Cette seconde électrovanne est activée concomitamment avec la première électrovanne lors des deux phases d'injection principale et secondaire.The injector is characterized in that it comprises: • a capacity, intended to store a volume of fuel under pressure; • a second solenoid valve capable of putting said capacity into communication with the internal volume of the injector to allow a secondary injection phase. This second solenoid valve is activated concomitantly with the first solenoid valve during the two main and secondary injection phases.
Autrement dit, chaque injecteur comporte une zone où du carburant sous pression peut être emmagasiné, puis évacué pour permettre une phase d'injection secondaire qui peut survenir de manière anticipée, ou bien en retard par rapport à la phase d'injection principale à n'importe quel instant du cycle. Cette capacité est mise en communication avec le volume interne de l'injecteur au moyen d'une seconde électrovanne, qui, lorsqu'elle est simultanément activée avec la première électrovanne, permet de réaliser plusieurs injections et notamment une phase d'injection principale et une phase secondaire. En pratique, l'injecteur pompe comporte, au niveau d'une canalisation de remplissage destinée à permettre le remplissage de la capacité en carburant sous pression, un moyen anti-retour de remplissage apte à permettre l'écoulement du carburant dans un seul sens, du volume interne vers la capacité.In other words, each injector has an area where pressurized fuel can be stored, then evacuated to allow a secondary injection phase which may occur early, or late with respect to the main injection phase at n ' any time in the cycle. This capacity is placed in communication with the internal volume of the injector by means of a second solenoid valve, which, when it is simultaneously activated with the first solenoid valve, makes it possible to carry out several injections and in particular a main injection phase and a secondary phase. In practice, the pump injector comprises, at a filling pipe intended to allow the filling of the fuel capacity under pressure, a non-return filling means able to allow the flow of fuel in one direction, from internal volume to capacity.
En d'autres termes, la capacité est reliée au volume interne de l'injecteur au moyen d'une canalisation de remplissage dans laquelle le carburant sous pression ne circule que dans un seul sens. En effet, un moyen anti-retour, tel un clapet, est rapporté à l'intérieur de cette canalisation pour n'autoriser la circulation du carburant que dans le sens du volume interne vers la capacité. La circulation de carburant à l'intérieur de cette canalisation ne s'effectue qu'une fois la phase d'injection principale terminée. Ceci est obtenu en désactivant la première électro vanne tout en maintenant active la seconde.In other words, the capacity is linked to the internal volume of the injector by means of a filling line in which the pressurized fuel circulates in only one direction. In fact, a non-return means, such as a valve, is fitted inside this pipe in order to authorize the circulation of the fuel only in the direction of the internal volume towards the capacity. The circulation of fuel inside this pipe does not take place until the main injection phase has ended. This is obtained by deactivating the first solenoid valve while keeping the second active.
En pratique, le moyen anti-retour de remplissage peut comporter un organe pour permettre l'écoulement du carburant lorsque la différence de pression entre le volume interne et la capacité dépasse une valeur de seuil prédéterminée.In practice, the filling non-return means may comprise a member for allowing the flow of fuel when the pressure difference between the internal volume and the capacity exceeds a predetermined threshold value.
Autrement dit, il n'est possible de remplir la capacité que lorsque la différence de pression entre les deux orifices du moyen anti-retour est supérieure à une valeur de seuil prédéterminée. Ceci peut notamment être réalisé au moyen d'un organe qui comporte un moyen élastique tel qu'un ressort dont le tarage est adapté en fonction du seuil prédéterminé.In other words, it is only possible to fill the capacity when the pressure difference between the two orifices of the non-return means is greater than a predetermined threshold value. This can in particular be achieved by means of a member which comprises an elastic means such as a spring whose calibration is adapted as a function of the predetermined threshold.
Plus précisément, ce moyen élastique peut être taré à une pression qui est supérieure à celle présente dans l'injecteur lors de la phase d'injection principale. Dans ce cas, le volume mort interne à l'injecteur n'est pas augmenté par rapport à un injecteur standard et le rendement est identique.More specifically, this elastic means can be calibrated at a pressure which is higher than that present in the injector during the main injection phase. In this case, the dead volume internal to the injector is not increased compared to a standard injector and the yield is identical.
Dans un mode de réalisation particulier et notamment lors d'une post injection à un instant très proche de l'injection principale, le moyen élastique agit comme un limiteur de pression. Cette situation se rencontre principalement lorsque la durée est longue, le régime du moteur élevé et que l'on réalise une post injection à un instant très proche de la fin de l'injection principale, et ce sans avoir à actionner la seconde électrovanne. En pratique, l'injecteur comporte, au niveau d'une canalisation d'injection destinée à faire communiquer la capacité avec le volume interne, un moyen anti-retour d'injection apte à permettre l'écoulement du carburant dans un seul sens, de la capacité vers le volume interne.In a particular embodiment and in particular during a post injection at a time very close to the main injection, the elastic means acts as a pressure limiter. This situation is mainly encountered when the duration is long, the engine speed high and a post injection is carried out at an instant very close to the end of the main injection, without having to actuate the second solenoid valve. In practice, the injector comprises, at an injection pipe intended to make the capacity communicate with the internal volume, a non-return injection means capable of allowing the flow of fuel in one direction, of capacity to internal volume.
Ainsi, le carburant sous pression est évacué de la capacité lorsqu'une injection doit être réalisée, au niveau d'une canalisation d'injection spécifique, qui n'autorise le carburant à ne circuler que dans un seul sens, et plus précisément dans le sens de la capacité vers le volume interne de l'injecteur. Cette circulation est réalisée une fois la capacité remplie et la seconde électrovanne activée puisqu'elle permet alors de mettre en communication la capacité avec le volume interne de l'injecteur.Thus, the pressurized fuel is evacuated from the capacity when an injection is to be carried out, at a specific injection pipe, which allows the fuel to circulate only in one direction, and more precisely in the sense of capacity towards the internal volume of the injector. This circulation is carried out once the capacity is filled and the second solenoid valve activated since it then makes it possible to put the capacity in communication with the internal volume of the injector.
Description sommaire des figures La manière de réaliser l'invention ainsi que les avantages qui en découlent, ressortiront bien de la description du mode de réalisation qui suit, donné à titre indicatif et non limitatif à l'appui des figures annexées dans lesquelles : • la figure 1 est un schéma de principe de l'injecteur pompe, conforme à l'invention ; • les figures 2a à 2f sont des schémas de principe représentant les différentes étapes du fonctionnement de l'injecteur pompe, conformément à l'invention ; • la figure 3 est une coupe longitudinale de l'injecteur, conforme à l'invention ; • la figure 4 est un clrronogramme permettant de montrer les différents états des électrovannes et les variables relatives à l'injection de carburant dans le moteur.Brief description of the figures The manner of carrying out the invention as well as the advantages which ensue therefrom will emerge clearly from the description of the embodiment which follows, given by way of nonlimiting indication in support of the appended figures in which: Figure 1 is a block diagram of the pump injector, according to the invention; • Figures 2a to 2f are block diagrams showing the different stages of operation of the pump injector, according to the invention; • Figure 3 is a longitudinal section of the injector, according to the invention; • Figure 4 is a clrronogram to show the different states of the solenoid valves and the variables relating to the injection of fuel into the engine.
Manière de décrire l'invention Comme déjà évoqué, l'invention concerne un injecteur pompe destiné à comprimer puis à injecter du carburant à l'intérieur de la chambre de combustion d'un moteur. Tel que représenté schématiquement à la figure 1, l'injecteur pompe (1) permet de comprimer du carburant qui se trouve initialement à une basse pression dans un circuit d'alimentation (16). Cette compression est obtenue au moyen d'une came (4) entraînée en rotation par le mouvement du vilebrequin moteur directement ou indirectement. Cette came (4) déplace alors un piston (5) apte à comprimer le carburant. Une électrovanne (2) permet alors de fermer ou d'ouvrir le volume interne (3) de l'injecteur (1), de façon à permettre l'augmentation de la pression à l'intérieur de son volume interne (3), ou l'admission de carburant à comprimer.WAY OF DESCRIBING THE INVENTION As already mentioned, the invention relates to a pump injector intended to compress and then inject fuel into the interior of the combustion chamber of an engine. As shown diagrammatically in FIG. 1, the pump injector (1) makes it possible to compress fuel which is initially at a low pressure in a supply circuit (16). This compression is obtained by means of a cam (4) driven in rotation by the movement of the engine crankshaft directly or indirectly. This cam (4) then moves a piston (5) capable of compressing the fuel. A solenoid valve (2) then makes it possible to close or open the internal volume (3) of the injector (1), so as to allow the pressure inside its internal volume (3) to increase, or the fuel intake to be compressed.
Une deuxième électrovanne (6) permet de verrouiller le déplacement d'une aiguille (7) dont le déplacement permet de libérer un orifice (9) permettant l'injection.A second solenoid valve (6) makes it possible to lock the movement of a needle (7) whose movement makes it possible to release an orifice (9) allowing injection.
Le verrouillage de la position de l'aiguille (7) est obtenu en réalisant ou non une différence de pression entre les deux extrémités de l'aiguille (7). Lorsque la pression est égale à ces deux extrémités, un moyen de rappel (8) permet alors de faire revenir l'aiguille (7) dans sa position fermée.Locking of the position of the needle (7) is obtained by making or not a pressure difference between the two ends of the needle (7). When the pressure is equal to these two ends, a return means (8) then makes it possible to return the needle (7) to its closed position.
Selon une caractéristique principale de l'invention, une capacité (11) permet de stocker du carburant sous pression en vue de permettre une injection dans une ou plusieurs phases secondaires. De cette manière, il est alors possible d'injecter à des instants très éloignés de l'injection principale que ce soit par anticipation ou avec du retard.According to a main characteristic of the invention, a capacity (11) allows fuel to be stored under pressure in order to allow injection in one or more secondary phases. In this way, it is then possible to inject at times very distant from the main injection, either in advance or with delay.
Telles que représentées les deux électrovannes (2, 6) sont de type mono-stable car comportent un moyen de rappel élastique pour permettre leur retour à l'état désactivé une fois l'alimentation coupée. Ces électrovannes (2, 6) peuvent notamment comporter deux états et trois voies. De cette façon, il est possible de mettre, au moyen de l'électrovanne (2) le volume interne (3) de l'injecteur (1) soit à la pression du circuit d'alimentation (16) soit à la pression P du carburant comprimé contenu dans la capacité (11). Au moyen de l'électrovanne (6), soit les deux extrémités de l'aiguille (7) sont à la pression contenue dans le volume interne (3) de Finjecteur(l), soit une extrémité à la pression contenue dans le volume interne (3) et l'autre à la pression contenue dans le circuit d'alimentation (16).As shown, the two solenoid valves (2, 6) are of the mono-stable type because they include an elastic return means to allow them to return to the deactivated state once the supply has been cut. These solenoid valves (2, 6) can in particular comprise two states and three channels. In this way, it is possible to set, by means of the solenoid valve (2) the internal volume (3) of the injector (1) either at the pressure of the supply circuit (16) or at the pressure P of the compressed fuel contained in the capacity (11). By means of the solenoid valve (6), either the two ends of the needle (7) are at the pressure contained in the internal volume (3) of the injector (l), or one end at the pressure contained in the internal volume (3) and the other at the pressure contained in the supply circuit (16).
Une canalisation de remplissage (15) comporte un moyen anti-retour (10), de façon à n'autoriser la circulation dans cette canalisation de remplissage (15) que dans un seul sens, à savoir dans le sens du volume interne (3) jusqu'à la capacité (11).A filling line (15) comprises a non-return means (10), so as to allow circulation in this filling line (15) only in one direction, namely in the direction of the internal volume (3) up to capacity (11).
Un second moyen anti-retour (12) est rapporté sur une canalisation d'injection (14) de façon à ne permettre également la circulation du carburant sous pression que dans un seul sens, à savoir le sens de la capacité (11) vers le volume interne (3) de l'injecteur (1). Tel que représenté, le moyen anti-retour (10) comporte un organe (13) qui se présente sous la forme d'un organe élastique de type ressort. De cette manière, la circulation du carburant à l'intérieur de cette canalisation de remplissage (15), n'est possible que lorsque la différence de pression entre les deux orifices du clapet anti-retour (10) dépasse une valeur de seuil prédéterminée.A second non-return means (12) is attached to an injection pipe (14) so as to also allow the circulation of the fuel under pressure in only one direction, namely the direction of the capacity (11) towards the internal volume (3) of the injector (1). As shown, the non-return means (10) comprises a member (13) which is in the form of an elastic member of the spring type. In this way, the circulation of fuel inside this filling pipe (15) is only possible when the pressure difference between the two orifices of the non-return valve (10) exceeds a predetermined threshold value.
Le fonctionnement de l'injecteur pompe se déroule tels les phases décrites aux figuresThe operation of the pump injector takes place as the phases described in the figures
2a à 2f. Ainsi, tel que représenté à la figure 2a, l'électrovanne (2) étant désactivée, la remontée du piston (5) entraîne l'aspiration du carburant contenu dans le circuit d'alimentation (16). La chambre (17) laissée libre par le piston (5) se remplit ainsi lorsque le profil de la came (4) autorise la remontée du piston (5).2a to 2f. Thus, as shown in Figure 2a, the solenoid valve (2) being disabled, the rise of the piston (5) causes the suction of the fuel contained in the supply circuit (16). The chamber (17) left free by the piston (5) is thus filled when the profile of the cam (4) allows the piston (5) to rise.
Tel que représenté à la figure 2b, correspondant à la phase débutant à l'instant tl de la figure 4, lorsque la came (4) présente une bosse, cela entraîne la descente du piston (5) et par conséquent, afin que le carburant ne soit pas chassé dans le circuit d'alimentation (16), l'électrovanne (2) est activée pour faire monter la pression du carburant d'une part à l'intérieur de la chambre (17) et d'autre part, à l'intérieur du volume interne (3) de l'injecteur pompe (1). Tel que représenté à la figure 2c, correspondant à la phase débutant à l'instant t2 de la figure 4, il est alors possible de réaliser l'injection du carburant sous pression à l'intérieur de la chambre de combustion du moteur. Pour ce faire, il faut alors activer l'électrovanne (6) concomitamment avec l'électrovanne (2). En effet, cette électro vanne (6) permet de mettre un des côtés de l'aiguille (7) à la pression du carburant contenu dans le circuit d'alimentation (16), et par conséquent, lorsque la pression P du carburant contenu dans le volume interne (3) est supérieure à la pression exercée par le ressort de rappel (8), l'aiguille (7) se déplace et laisse des orifices (9) injecter le carburant dans la chambre de combustion du cylindre correspondant. Tel que représenté à la figure 2d, correspondant à la phase débutant à l'instant t3 de la figure 4, une fois l'injection principale terminée, il est possible de stocker du carburant sous pression à l'intérieur d'une capacité (11). Pour ce faire, on désactive l'électrovanne (6), ce qui permet de mettre à la même pression P les deux côtés de l'aiguille (7) et par conséquent, cela entraîne sa descente sous l'effet du ressort de rappel (8). Le carburant contenu dans le volume interne (3) est alors apte à s'écouler à l'intérieur d'une canalisation de remplissage (15) de la capacité (11).As shown in Figure 2b, corresponding to the phase starting at time tl of Figure 4, when the cam (4) has a bump, this causes the piston (5) to descend and therefore, so that the fuel is not driven into the supply circuit (16), the solenoid valve (2) is activated to raise the fuel pressure on the one hand inside the chamber (17) and on the other hand, at inside the internal volume (3) of the pump injector (1). As shown in FIG. 2c, corresponding to the phase starting at time t2 in FIG. 4, it is then possible to inject the fuel under pressure inside the combustion chamber of the engine. To do this, the solenoid valve (6) must then be activated simultaneously with the solenoid valve (2). Indeed, this solenoid valve (6) allows to put one side of the needle (7) to the pressure of the fuel contained in the supply circuit (16), and therefore, when the pressure P of the fuel contained in the internal volume (3) is greater than the pressure exerted by the return spring (8), the needle (7) moves and leaves orifices (9) injecting the fuel into the combustion chamber of the corresponding cylinder. As shown in FIG. 2d, corresponding to the phase starting at time t3 in FIG. 4, once the main injection has ended, it is possible to store fuel under pressure within a capacity (11 ). To do this, the solenoid valve (6) is deactivated, which makes it possible to put the two sides of the needle (7) at the same pressure P and consequently, this causes it to descend under the effect of the return spring ( 8). Fuel contained in the internal volume (3) is then able to flow inside a filling pipe (15) of the capacity (11).
Cependant, cette canalisation (15) présente un moyen anti-retour (10) pour ne laisser circuler le carburant que dans un seul sens. En effet, l'unique sens de circulation à l'intérieur de cette canalisation (15) est alors celui allant du volume interne (3) de l'injecteur (1) vers la capacité (11). Tel que représenté schématiquement, ce moyen antiretour (10) peut comporter un organe élastique (13) pour ne permettre la circulation du carburant dans cette canalisation (15) que lorsque la pression P du carburant dépasse une valeur de seuil prédéterminée.However, this pipe (15) has a non-return means (10) to let the fuel circulate in only one direction. Indeed, the only direction of circulation inside this pipe (15) is then that going from the internal volume (3) of the injector (1) towards the capacity (11). As shown diagrammatically, this non-return means (10) may comprise an elastic member (13) so as to allow the circulation of the fuel in this line (15) only when the pressure P of the fuel exceeds a predetermined threshold value.
Tel que représenté à la figure 2e, correspondant à la phase débutant à l'instant t4 de la figure 4, quel que soit le sens de déplacement du piston (5), il est alors possible de décharger à la fois le volume interne (3) de l'injecteur (1) et la chambre (17), et donc de libérer mécaniquement la came, tout en gardant stocké le carburant sous haute pression dans la capacité (11).As shown in Figure 2e, corresponding to the phase starting at time t4 of Figure 4, regardless of the direction of movement of the piston (5), it is then possible to unload both the internal volume (3 ) of the injector (1) and the chamber (17), and therefore of mechanically releasing the cam, while keeping the fuel stored under high pressure in the capacity (11).
Lorsqu'on active alors l'électrovanne (2), correspondant à la phase débutant à l'instant t5 de la figure 4, le carburant sous pression contenu dans la capacité (11) remplit alors le volume interne (3) de l'injecteur (1) au travers d'une canalisation d'injection (14) qui présente un moyen anti-retour (12). Par conséquent, à l'intérieur de cette canalisation (14), le carburant ne peut s'écouler que dans un seul sens, celui de la capacité (11) vers le volume interne (3). Tel que représenté à la figure 2f, correspondant aux phases débutants aux instants t6 et t8 de la figure 4 si l'on souhaite réaliser une injection lors d'une phase secondaire, il faut alors activer concomitamment l'électrovanne (2) avec l'électrovanne (6), ce qui permet de libérer l'aiguille (7) en mettant l'une des ses extrémités à la pression du carburant contenu dans le circuit d'alimentation (16), tandis que l'autre extrémité est à la pression P du carburant initialement comprimé et stocké dans la capacité (11), aux pertes de charges près.When the solenoid valve (2) is then activated, corresponding to the phase starting at time t5 in FIG. 4, the fuel under pressure contained in the capacity (11) then fills the internal volume (3) of the injector (1) through an injection pipe (14) which has a non-return means (12). Consequently, inside this pipe (14), the fuel can only flow in one direction, that of the capacity (11) towards the internal volume (3). As shown in FIG. 2f, corresponding to the phases beginning at instants t6 and t8 of FIG. 4 if one wishes to carry out an injection during a secondary phase, the solenoid valve (2) must then be activated simultaneously with the solenoid valve (6), which makes it possible to release the needle (7) by putting one of its ends to the pressure of the fuel contained in the supply circuit (16), while the other end is to the pressure P of the fuel initially compressed and stored in the capacity (11), except for pressure drops.
Cette technique permet donc d'injecter du carburant à des instants très éloignés de la phase d'injection principale, correspondant sensiblement au point mort haut du piston à l'intérieur du cylindre considéré. Pour stopper la phase d'injection secondaire, et tel que représenté à la figure 4 aux phases débutants aux instants t7 et t9, il est nécessaire de désactiver simultanément les deux électro vannes (2, 6). Tel que représenté à la figure 3, l'injecteur pompe peut être assemblé à partir d'un certain nombre de tronçons (20, 21, 22, 23, 24, 25), afin de faciliter sa conception et la réalisation des différentes canalisations présentes à l'intérieur de son volume interne (3). Ainsi, la capacité (11) peut par exemple être à cheval entre plusieurs tronçons (24, 25) et être réalisée par un évidement débouchant dans plusieurs tronçons. Les moyens anti- retours (10, 12) sont obtenus au moyens de billes, aptes à se déplacer à l'intérieur d'un logement. Le déplacement de ces billes permet d'obstruer ou non un orifice et interdit alors la circulation du carburant à l'intérieur de cette canalisation.This technique therefore makes it possible to inject fuel at instants very distant from the main injection phase, corresponding substantially to the top dead center of the piston inside the cylinder in question. To stop the secondary injection phase, and as shown in Figure 4 at the beginning phases at times t7 and t9, it is necessary to simultaneously deactivate the two solenoid valves (2, 6). As shown in Figure 3, the pump injector can be assembled from a number of sections (20, 21, 22, 23, 24, 25), to facilitate its design and the realization of the various pipes present inside its internal volume (3). Thus, the capacity (11) can, for example, straddle several sections (24, 25) and be produced by a recess opening into several sections. The anti-return means (10, 12) are obtained by means of balls, capable of moving inside a housing. The displacement of these balls makes it possible to obstruct or not an orifice and then prohibits the circulation of fuel inside this pipe.
Tel que représenté à la figure 4, le déplacement du plongeur (5), entraîné par la came (4), est représenté par la courbe D5. Le pilotage des deux électro vannes (2, 6), représenté au courbes E2 et E6, permet ainsi d'injecter du carburant sous pression, et ce pendant un cycle de remontée du piston (5).As shown in Figure 4, the displacement of the plunger (5), driven by the cam (4), is represented by the curve D5. The piloting of the two electro-valves (2, 6), represented in curves E2 and E6, thus makes it possible to inject fuel under pressure, and this during a cycle of ascent of the piston (5).
L'injection du carburant est représenté par la courbe D9, correspondant au débit de carburant circulant au niveau des orifices (9).The fuel injection is represented by the curve D9, corresponding to the fuel flow circulating at the level of the orifices (9).
Les courbes P3 et Pli correspondent respectivement à la pression du carburant à l'intérieur du volume interne (3) de l'injecteur (1) et à l'intérieur de la capacité (11). Bien évidemment lors de la phase d'injection secondaire et notamment aux instants t6 et t8, les pressions P3 et P6 diminuent lorsque le débit D9 apparaît. Il ressort de ce qui précède qu'un injecteur pompe conforme à l'invention présente de multiples avantages, notamment : • il permet d'injecter du carburant en dehors de la phase d'injection principale à n'importe quel moment du cycle; • il permet d'injecter du carburant à très haute pression, et ce au moyen d'une solution à haute fiabilité ; • il ne nécessite pas de modification d'architecture du moteur et peut directement remplacer les dispositifs existants, ce qui est non négligeable en termes de coût. The curves P3 and Pli correspond respectively to the fuel pressure inside the internal volume (3) of the injector (1) and inside the capacity (11). Obviously during the secondary injection phase and in particular at times t6 and t8, the pressures P3 and P6 decrease when the flow rate D9 appears. It appears from the above that a pump injector according to the invention has multiple advantages, in particular: • it makes it possible to inject fuel outside the main injection phase at any time during the cycle; • it enables very high pressure fuel to be injected using a high reliability solution; • it does not require any modification of the architecture of the engine and can directly replace existing devices, which is not negligible in terms of cost.

Claims

Revendications claims
1. Injecteur pompe (1) destiné à comprimer du carburant, puis à l'injecter à l'intérieur de la chambre de combustion (18) d'un cylindre de moteur thermique lors d'une phase d'injection principale, ledit injecteur pompe (1) comportant une aiguille (7) dont le déplacement est piloté par une première électrovanne (6) de façon à permettre l'injection du carburant contenu dans le volume interne (3) de l'injecteur pompe (1), caractérisé en ce qu'il comporte :1. Pump injector (1) intended to compress fuel, then to inject it inside the combustion chamber (18) of an engine cylinder during a main injection phase, said pump injector (1) comprising a needle (7) whose movement is controlled by a first solenoid valve (6) so as to allow the injection of the fuel contained in the internal volume (3) of the pump injector (1), characterized in that that it includes:
• une capacité (11), destinée à stocker un volume de carburant sous pression ;• a capacity (11), intended to store a volume of fuel under pressure;
• une seconde électro vanne (2) apte à mettre en communication ladite capacité (11) avec le volume interne (3) de l'injecteur (1) pour permettre une phase d'injection secondaire, ladite seconde électrovanne (2) étant activée concomitamment avec la première électro vanne (6) lors des dites phases d'injections principale et secondaire.• a second solenoid valve (2) capable of putting said capacity (11) into communication with the internal volume (3) of the injector (1) to allow a secondary injection phase, said second solenoid valve (2) being activated simultaneously with the first solenoid valve (6) during the said main and secondary injection phases.
2. Injecteur pompe selon la revendication 1, caractérisé en ce qu'il comporte, au niveau d'une canalisation de remplissage (15) destinée à permettre le remplissage de la capacité (11) en carburant sous pression, un moyen anti-retour (10) de remplissage apte à permettre l'écoulement du carburant dans un seul sens, du volume interne (3) vers la capacité (11).2. Pump injector according to claim 1, characterized in that it comprises, at the level of a filling pipe (15) intended to allow the filling of the capacity (11) with pressurized fuel, a non-return means ( 10) filling capable of allowing the flow of fuel in one direction, from the internal volume (3) to the capacity (11).
3. Injecteur pompe selon la revendication 2, caractérisé en ce que le moyen anti-retour (10) de remplissage comporte un organe (13) pour permettre l'écoulement du carburant lorsque la différence de pression entre le volume interne (3) et la capacité (11) dépasse une valeur de seuil prédéterminée.3. Pump injector according to claim 2, characterized in that the non-return filling means (10) comprises a member (13) to allow the flow of fuel when the pressure difference between the internal volume (3) and the capacity (11) exceeds a predetermined threshold value.
4. Injecteur pompe selon la revendication 3, caractérisé en ce que la valeur de seuil prédéterminée est supérieure à la pression à l'intérieur de l'injecteur, lors de la phase d'injection principale.4. Pump injector according to claim 3, characterized in that the predetermined threshold value is greater than the pressure inside the injector, during the main injection phase.
5. Injecteur pompe selon la revendication 1, caractérisé en ce qu'il comporte, au niveau d'une canalisation d'injection (14) destinée à faire communiquer la capacité (11) avec le volume interne (3), un moyen anti-retour (12) d'injection apte à permettre l'écoulement du carburant dans un seul sens, de la capacité (11) vers le volume interne (3). 5. Pump injector according to claim 1, characterized in that it comprises, at an injection pipe (14) intended to communicate the capacity (11) with the internal volume (3), an anti- return (12) injection capable of allowing the flow of fuel in one direction, from the capacity (11) to the internal volume (3).
EP05766704A 2004-06-04 2005-05-27 Pump injector Not-in-force EP1751421B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0451112A FR2871197B1 (en) 2004-06-04 2004-06-04 PUMP INJECTOR
PCT/FR2005/050382 WO2005124144A1 (en) 2004-06-04 2005-05-27 Pump injector

Publications (2)

Publication Number Publication Date
EP1751421A1 true EP1751421A1 (en) 2007-02-14
EP1751421B1 EP1751421B1 (en) 2009-05-13

Family

ID=34947290

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05766704A Not-in-force EP1751421B1 (en) 2004-06-04 2005-05-27 Pump injector

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Country Link
EP (1) EP1751421B1 (en)
AT (1) ATE431499T1 (en)
DE (1) DE602005014469D1 (en)
FR (1) FR2871197B1 (en)
WO (1) WO2005124144A1 (en)

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CN108488016A (en) * 2018-05-07 2018-09-04 长沙燕通生物科技有限公司 The device of diesel engine starting over-emitting black exhaust can be alleviated

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Publication number Priority date Publication date Assignee Title
GB0614537D0 (en) * 2006-07-21 2006-08-30 Delphi Tech Inc Fuel Injection System

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EP0641931A1 (en) * 1993-09-06 1995-03-08 Servojet Electronic Systems, Ltd. Accumulator fuel injection system
GB9821929D0 (en) * 1998-10-09 1998-12-02 Lucas Ind Plc Fuel system
DE19939419A1 (en) * 1999-08-20 2001-03-01 Bosch Gmbh Robert Fuel injector
DE19939429A1 (en) * 1999-08-20 2001-03-01 Bosch Gmbh Robert Fuel injector
DE10132732A1 (en) * 2001-07-05 2003-01-23 Bosch Gmbh Robert Fuel injection system
US6439202B1 (en) * 2001-11-08 2002-08-27 Cummins Inc. Hybrid electronically controlled unit injector fuel system
DE10158659A1 (en) * 2001-11-30 2003-06-12 Bosch Gmbh Robert Fuel injection device for an internal combustion engine
GB2394002B (en) * 2001-12-03 2004-06-16 Daimler Chrysler Ag Injection system operating with pressure intensification

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108488016A (en) * 2018-05-07 2018-09-04 长沙燕通生物科技有限公司 The device of diesel engine starting over-emitting black exhaust can be alleviated

Also Published As

Publication number Publication date
FR2871197A1 (en) 2005-12-09
EP1751421B1 (en) 2009-05-13
WO2005124144A1 (en) 2005-12-29
FR2871197B1 (en) 2006-07-28
ATE431499T1 (en) 2009-05-15
DE602005014469D1 (en) 2009-06-25

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