EP1872008A1 - Fuel-injector with two-stage opening - Google Patents
Fuel-injector with two-stage openingInfo
- Publication number
- EP1872008A1 EP1872008A1 EP06708665A EP06708665A EP1872008A1 EP 1872008 A1 EP1872008 A1 EP 1872008A1 EP 06708665 A EP06708665 A EP 06708665A EP 06708665 A EP06708665 A EP 06708665A EP 1872008 A1 EP1872008 A1 EP 1872008A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- piston
- control
- valve member
- injection valve
- closing direction
- 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
Links
- 238000002347 injection Methods 0.000 claims abstract description 80
- 239000007924 injection Substances 0.000 claims abstract description 80
- 239000000446 fuel Substances 0.000 claims abstract description 68
- 238000006073 displacement reaction Methods 0.000 claims abstract description 6
- 238000007789 sealing Methods 0.000 claims description 24
- 238000002485 combustion reaction Methods 0.000 claims description 14
- 230000009467 reduction Effects 0.000 claims description 3
- 239000012530 fluid Substances 0.000 abstract description 8
- 230000000977 initiatory effect Effects 0.000 abstract description 3
- 230000007423 decrease Effects 0.000 abstract description 2
- 230000033228 biological regulation Effects 0.000 abstract 2
- 230000003247 decreasing effect Effects 0.000 abstract 1
- 238000000034 method Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 238000013519 translation Methods 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 230000008719 thickening Effects 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
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
- F02M51/00—Fuel-injection apparatus characterised by being operated electrically
- F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
- F02M51/0603—Injectors peculiar thereto with means directly operating the valve needle using piezoelectric or magnetostrictive operating means
-
- 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
- F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
- F02M2200/703—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic
- F02M2200/704—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic with actuator and actuated element moving in different directions, e.g. in opposite directions
Definitions
- the invention relates to a two-stage fuel injector for injecting fuel into a combustion chamber of an internal combustion engine.
- the invention relates to a fuel injector with direct needle control and hydraulic stroke reversal.
- both pressure-controlled and stroke-controlled injection systems can be used.
- fuel injection systems come next pump-injector units, pump line-nozzle units and storage injection systems are used.
- Storage injection systems (common rail) advantageously make it possible to adapt the injection pressure to the load and speed of the internal combustion engine.
- a fuel injector which has a valve element that cooperates with a valve seat to control a fuel injection from the injector. Furthermore, the fuel injector has an actuator and an amplifier, wherein the amplifier transmits an actuator movement to the valve element.
- a basic idea of the present invention is to use a hydraulic stroke reversal, in particular a two-stage hydraulic stroke reversal.
- This hydraulic stroke reversal has the effect that a longitudinal expansion of the actuator leads to an opening of the injection valve and thus to an initiation of the injection process, whereby a subsequent contraction of the actuator causes a closure of the fuel injector.
- the actuator can, for example, in the idle state (fuel injector closed, no injection) in de-energized state, i. be acted upon with no or only a small voltage, and be acted upon accordingly only to trigger the injection process with a corresponding current or voltage.
- a basic idea of the present invention is that a two-stage stroke reversal is used.
- a stroke translator is used, which causes an inverse translation of the expansion of the actuator.
- a back space of the stroke translator can be utilized.
- the fuel injector has an injection valve member which can be moved linearly in a closing direction and which releases or closes at least one injection opening in an injector body via at least one sealing seat. Furthermore, the fuel injector has at least one actuator acting linearly in the closing direction, which may preferably be a piezoactuator. Other types of actuators are conceivable, for example, magnetic actuators or similar actuators. Furthermore, the fuel injector has at least one control piston that can be moved linearly in the closing direction by the actuator, and at least one hydraulically-inversely-coupled with the at least one control piston via a second control chamber, translating piston linearly displaceable in the closing direction. The at least one booster piston is displaceable in the closing direction against the closing direction by a movement of the at least one control piston.
- the inverse coupling between the at least one control piston and the at least one booster piston can take place, for example, by the at least one second control chamber being essentially delimited by the injector body, at least one second sealing sleeve, the at least one booster piston and the at least one control piston.
- the at least one booster piston and the at least one control piston within the at least one second control chamber each have at least one hydraulically effective surface, which have the same sign with respect to the closing direction. This ensures that a movement of the at least one control piston in one direction (for example in the closing direction) via a located in the at least one second control chamber hydraulic fluid (for example, fuel) movement of the at least one booster piston in the opposite direction (ie, for example, against the closing direction) entails.
- the respective stroke ratio of the movements of control piston and booster piston is given by the inverse ratio of the respective hydraulically active surfaces within the second control chamber.
- the fuel injector has at least one first control chamber, wherein at least one volume of the at least one first control chamber can be enlarged by a displacement of the at least one control piston in the closing direction.
- This can be done, in particular, in that the at least one first control chamber is delimited essentially by the injector body, at least one first sealing sleeve and the control piston.
- the at least one first control chamber is in fluid communication with a rear space, wherein a pressure reduction in the at least one rear space acts on the injection valve member against a hydraulic force against the closing direction. This can take place in that the at least one rear space is essentially limited by the at least one transfer piston and at least one hydraulically effective area of the injection valve member.
- the at least one first control chamber and the at least one rear chamber can be fluidly connected via at least one pressure compensation channel embedded in the at least one control piston and / or the at least one booster piston.
- this at least one pressure equalization channel has at least one throttle element, for example a throttle element in the form of a constriction of the at least one pressure equalization channel.
- the fuel injector may in particular be designed such that the at least one control piston is at least partially formed as a sleeve and at least partially surrounds the at least one booster piston, wherein the at least one control piston and the at least one booster piston are linearly against each other.
- the at least one booster piston may be at least partially formed as a sleeve and partially enclose the injection valve member, wherein the at least one booster piston and the injection valve member are closer to each other displaceable.
- the at least one linear actuator is actuated, for example supplied with current, then there is a longitudinal expansion of the at least one actuator and the at least one Control piston is moved in the closing direction.
- a first pressure P 1 of a hydraulic fluid in the at least one first control chamber is briefly lowered and a second pressure p 2 of a hydraulic fluid in the at least one second control chamber is increased. Due to the pressure increase of the pressure p 2 , the at least one booster piston is displaced counter to the closing direction, the second pressure p 2 of the hydraulic fluid dropping again.
- hydraulic fluid flows from the at least one rear space through the at least pressure equalization channel into the at least one first control space (if necessary delayed by the throttle element), pressure equalization essentially taking place between the at least one rear space and the at least one first control space.
- a third pressure p 3 of the hydraulic fluid drops into the at least one rear space, whereby the injection valve member is lifted counter to the closing direction and releases the at least one injection opening.
- the invention may also be designed so that the at least one booster piston has a driving device, for example a mechanical stop, which is suitable for entrainment of the injection valve member in a movement of the at least one booster piston against the closing direction.
- a driving device for example a mechanical stop
- the at least one booster piston moves in the opposite direction to the closing direction, first a take-up of the injection valve member against the closing direction and thus a rapid opening of the injection valve member.
- the pressure drop in the at least one rear space caused by the pressure reduction of the pressure P 1 in the at least one first control chamber then causes an additional lifting of the injection valve member against the closing direction and thus an additional stroke of the injection valve member.
- this configuration has the effect that, even with comparatively short actuators, for example piezo actuators, a sufficient stroke of the injection valve member can be achieved and thus sufficient injection of fuel into the combustion chamber of the internal combustion engine is ensured.
- FIG. 1 shows an embodiment of a fuel injector with direct needle control and two-stage stroke reversal.
- the single figure ( Figure 1) shows a preferred embodiment of a fuel injector 110 for injecting fuel into a combustion chamber of an internal combustion engine.
- the fuel injector 110 has an injector body 112, which has a modular design and comprises an actuator chamber body 114, a first intermediate element 116, a pressure chamber body 118, a second intermediate element 120 and a nozzle chamber body 122.
- the fuel injector 110 is connected via a high-pressure line (not shown), which opens into an actuator chamber 124 of the fuel injector 110 (fuel supply symbolically represented by the arrow 126) with a pressure accumulator (common rail), of which the Kraftstoff ⁇ njektor 110 with pressurized fuel is fed.
- the fuel injector 110 has an injection valve member 128, which is mounted by means of a guide section 130 in the second intermediate element 120 such that the injection valve member 128 is displaceable parallel to a closing direction 134.
- the injection valve member 128 is designed conically in its lower end in the closing direction 134. When a force is applied to the injection valve member 128 in the closing direction 134, the injection valve member 128 is pressed into a sealing seat 136, sealing a blind-shaped region 138 of a needle chamber 140 tightly against fuel, whereby injection openings 142 introduced into a wall of the blind-shaped region 138 are sealed off be sealed fuel-tight.
- the fuel flowing from the fuel inlet 126 into the actuator chamber 124 of the fuel injector 110 can be moved from the actuator chamber 124 into a pressure chamber 146 through first fuel channels 144 (for example in the form of bores in the first intermediate element 116) and from there via further fuel channels 148 in the second Intermediate element 120 enter the needle chamber 140.
- first fuel channels 144 for example in the form of bores in the first intermediate element 116
- further fuel channels 148 in the second Intermediate element 120 enter the needle chamber 140.
- the fuel can pass along an annular gap 151 between the injection valve member 128 and the nozzle chamber body 122 up to the sealing seat 136.
- the fuel injector 110 has a piezoactuator 150, which is embedded in the actuator chamber 124 and can be energized or supplied with voltage via electrical contacts (not shown) such that a change in length of the piezoactuator 150 in the closing direction 134 can take place.
- the piezoelectric actuator 150 is jacketed in a fuel-tight manner in order to prevent damage to the piezoactuator 150 as a result of the pressurized fuel in the actuator cavity 124.
- the piezoelectric actuator 150 is biased by a biasing member 153 and is fixedly connected to a control surface 152 with a control piston 154.
- the control piston 154 is linearly displaceably mounted in the first intermediate element 116 in the closing direction 134 by means of a guide region 156.
- the control piston 154 is embodied in its upper region guided within the guide region 156 as a solid cylinder with a diameter do and is widened in its lower region, which is mounted within the pressure chamber 146, to a diameter d].
- a shoulder 158 At the transition between the area with diameter do and the area with diameter d] is a shoulder 158 in the form of a surface 158th formed perpendicular to the closing direction 134.
- This shoulder 158 acts as a hydraulic surface 158 of the control piston 154.
- the control piston 154 is surrounded by a first sealing sleeve 160, which has the shape of a hollow cylinder with inner diameter d].
- the first sealing sleeve 160 is provided with a biting edge 162.
- first sealing sleeve 160 is pressed against the first intermediate element 116, whereby between the first sealing sleeve 160, the first intermediate member 116 and the control piston 154, a first control chamber 166 is formed which has the shape of a concentric around the control piston 154 circular cylinder and which is sealed by the sealing sleeve 160 fuel-tight against the remaining pressure chamber 146.
- the control piston 154 is formed in its lower region as a hollow cylinder and has a cylindrical cavity 168 with diameter d 2 . Within this cavity 168, a translator piston 170 with an outer diameter d 2, which is likewise substantially cylindrical in its outer dimensions, is introduced. This booster piston 170 is displaceable within the cavity 168 linearly parallel to the closing direction 134 against the control piston 154. In this case, a discharge channel 172 in the control piston 154 ensures that the cavity 168 remaining between the booster piston 170 and the control piston 154 always has the same fuel pressure as the remaining pressure chamber 146.
- the booster piston 170 has a substantially cylindrical cavity 174 in its interior.
- the injection valve member 128 with its upper portion 176 is movable in the cavity 174 such that the rear space 178 is substantially fuel-tight against the environment (ie in particular against a second control chamber 192, see below).
- the injection valve member 128 also has in its upper portion 176 a recess 180th within which a nozzle spring 182 is mounted, via which the injection valve member 128 is supported against the booster piston 170. This nozzle spring 182 exerts a force on the injection valve member 128 in the closing direction 134.
- the cavity 174 of the booster piston 170 has a circular mechanical stop 184.
- this mechanical stop 184 engages in an annular shoulder 186 of the injection valve member 128, which at the transition between the diameter d 3 and the diameter ser Cl 4 of the injection valve member 128 is formed.
- the injection valve member 128 is mechanically entrained and raised counter to the closing direction 134.
- the booster piston 170 can be constructed from two individual parts bolted together. In this case, first the injection valve member 128 can be inserted into a first item and then the second item to be screwed onto the first item to the structure shown in Figure 1, in which the booster piston 170, the injection valve member 128 partially encloses to achieve.
- control piston 154 is surrounded by a second sealing sleeve 188, which in turn has an annular shape with inner diameter d] and which has a biting edge 190 at its lower end.
- the second sealing sleeve 180 is supported by the spring element 164 against the first sealing sleeve 160 is pressed fuel-tight manner against the second intermediate element 120.
- each hydrau- lisch effective surfaces 194, 196 for the control piston 154 and the booster piston 170th have the same sign with respect to the closing direction 134.
- the first control chamber 166 and the rear chamber 178 are connected to one another by a pressure compensation channel 198.
- This pressure equalization channel 198 is formed in this embodiment as a bore in the control piston 154 and the booster piston 170, wherein the bore in the control piston 154 for manufacturing simplification of a parallel to the closing direction 134 extending blind hole and a perpendicular thereto bore, which outwardly with a screw is closed, composed.
- the diameter of these holes, in particular the bore in the booster piston 170 is chosen so large that even with a relative displacement between the control piston 154 and booster piston 170 in the closing direction 134, a flow through this pressure equalization channel 198 is ensured with fuel.
- the pressure compensation channel 198 in this exemplary embodiment has a throttle element 200 in the form of a constriction of the bore of the pressure compensation channel 198.
- the mode of operation of the fuel injector 110 results from the following description of the initiation of an injection process. If the piezoelectric actuator 150 is acted on by a voltage, it expands in the closing direction 134 and acts on the control piston 154 via the control surface 152, so that the control piston 154 is moved in the closing direction 134. As a result, the volume of the first control chamber 166 is increased, as a result of which the fuel pressure P 1 in the first control chamber 166 drops. Furthermore, the volume of the second control chamber 192 is reduced in the short term, whereby a fuel pressure p 2 in the second control 192 rises.
- the booster piston 170 is thus lifted by the stroke 1I 1 counter to the closing direction 134.
- the booster piston 170 thereby takes the injection valve member 128 by means of the annular shoulder 186 so that it is lifted out of its seat 136, whereby a faster first stroke of the injection valve member 128 takes place.
- the drop in the pressure P 1 in the first control chamber 166 causes fuel to flow through the pressure equalization channel 198 from the rear space 178 above the injection valve member 128 into the first control chamber 166.
- the pressure p 3 in the back space 178 gradually adjusts to the pressure P 1 in the second control chamber 166, wherein, however, this pressure compensation, due to the throttle element 200, takes place with a time delay to the stroke of the booster piston 170. Due to this pressure drop of the pressure p 3 in the rear space 178, an additional hydraulic force is exerted on the injection valve member 128 against the closing direction 134.
- the rear space 178 thus acts, together with the first control chamber 166, as a second stage of a Hubüber hypothesis.
- the injection valve member 128 is additionally lifted in addition to the upward movement caused by the mechanical stop 184 and the upward movement of the multiplier piston 170 and is further removed from its seat 136. Overall, this raising of the injection valve member 128 causes fuel to pass through the annulus 151 into the blind-hole shaped region 138, from where it is injected through the injection ports 142 into the combustion chamber. As a result of the two-stage stroke ratio and the partially mechanical, partially hydraulic lifting of the injection valve member 128, a rapid opening of the injection valve can take place, and a sufficient stroke of the injection valve member 128 can be achieved even with small lengths of the piezoactuator 150.
- the electrical control of the piezoactuator 150 is accordingly changed again in such a way that the piezoelectric actuator 150 contracts, as a result of which the control piston 154 is raised again counter to the closing direction 134.
- the pressure P 1 in the first control chamber 166 increases again in the short term and the pressure p 2 in the second control chamber 192 decreases.
- the booster piston 170 is moved downwards, ie in the closing direction 134.
- the pressure p 3 in the rear chamber 178 increases, so that a hydraulic force is exerted on the injection valve member 128, whereby the injection valve member 128 in Closing direction 134 moves until the injection valve member 128 rests again against the sealing seat 136 and closes the blind-hole-shaped region 138 in a fuel-tight manner.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102005016796A DE102005016796A1 (en) | 2005-04-12 | 2005-04-12 | Two-stage fuel injector |
PCT/EP2006/060514 WO2006108741A1 (en) | 2005-04-12 | 2006-03-07 | Fuel-injector with two-stage opening |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1872008A1 true EP1872008A1 (en) | 2008-01-02 |
EP1872008B1 EP1872008B1 (en) | 2009-03-04 |
Family
ID=36096345
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP06708665A Expired - Fee Related EP1872008B1 (en) | 2005-04-12 | 2006-03-07 | Fuel-injector with two-stage opening |
Country Status (4)
Country | Link |
---|---|
US (1) | US20080169357A1 (en) |
EP (1) | EP1872008B1 (en) |
DE (2) | DE102005016796A1 (en) |
WO (1) | WO2006108741A1 (en) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4270292B2 (en) | 2007-03-05 | 2009-05-27 | 株式会社デンソー | Fuel injection valve |
DE102008040680A1 (en) * | 2008-07-24 | 2010-01-28 | Robert Bosch Gmbh | Fuel injector |
JP5024320B2 (en) * | 2009-03-25 | 2012-09-12 | 株式会社デンソー | Fuel injection valve |
US9346075B2 (en) | 2011-08-26 | 2016-05-24 | Nordson Corporation | Modular jetting devices |
JP6926693B2 (en) * | 2017-06-06 | 2021-08-25 | 株式会社Soken | Fuel injection device, control device and fuel injection system |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4635849A (en) * | 1984-05-03 | 1987-01-13 | Nippon Soken, Inc. | Piezoelectric low-pressure fuel injector |
DE19519191C2 (en) * | 1995-05-24 | 1997-04-10 | Siemens Ag | Injector |
DE60126380T2 (en) * | 2000-07-18 | 2007-11-15 | Delphi Technologies, Inc., Troy | Fuel injection valve |
WO2002031349A1 (en) * | 2000-10-11 | 2002-04-18 | Siemens Vdo Automotive Corporation | Compensator assembly having a pressure responsive valve for a solid state actuator of a fuel injector |
US6499471B2 (en) * | 2001-06-01 | 2002-12-31 | Siemens Automotive Corporation | Hydraulic compensator for a piezoelectrical fuel injector |
US6766965B2 (en) * | 2001-08-31 | 2004-07-27 | Siemens Automotive Corporation | Twin tube hydraulic compensator for a fuel injector |
DE10246974A1 (en) * | 2002-10-09 | 2004-04-22 | Robert Bosch Gmbh | Fuel injector nozzle for use in internal combustion engine has needle and sleeve separately cutting off fuel flow to inner and outer nozzle bores |
DE10333573B3 (en) * | 2003-07-24 | 2004-11-18 | Robert Bosch Gmbh | Fuel injection arrangement has hydraulic coupler piston(s) with central fill volume connected to guide gap and to fuel feed line, one piston fixed to actuator and one to valve needle via piston rod |
DE102005004738A1 (en) * | 2005-02-02 | 2006-08-10 | Robert Bosch Gmbh | Fuel injector with direct needle control for an internal combustion engine |
-
2005
- 2005-04-12 DE DE102005016796A patent/DE102005016796A1/en not_active Withdrawn
-
2006
- 2006-03-07 US US11/908,424 patent/US20080169357A1/en not_active Abandoned
- 2006-03-07 EP EP06708665A patent/EP1872008B1/en not_active Expired - Fee Related
- 2006-03-07 DE DE502006003015T patent/DE502006003015D1/en active Active
- 2006-03-07 WO PCT/EP2006/060514 patent/WO2006108741A1/en not_active Application Discontinuation
Non-Patent Citations (1)
Title |
---|
See references of WO2006108741A1 * |
Also Published As
Publication number | Publication date |
---|---|
US20080169357A1 (en) | 2008-07-17 |
WO2006108741A1 (en) | 2006-10-19 |
DE102005016796A1 (en) | 2006-10-19 |
DE502006003015D1 (en) | 2009-04-16 |
EP1872008B1 (en) | 2009-03-04 |
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