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WO2003052259A1 - Dispositif d'injection de carburant conçu pour un moteur a combustion interne - Google Patents

Dispositif d'injection de carburant conçu pour un moteur a combustion interne Download PDF

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Publication number
WO2003052259A1
WO2003052259A1 PCT/DE2002/004205 DE0204205W WO03052259A1 WO 2003052259 A1 WO2003052259 A1 WO 2003052259A1 DE 0204205 W DE0204205 W DE 0204205W WO 03052259 A1 WO03052259 A1 WO 03052259A1
Authority
WO
WIPO (PCT)
Prior art keywords
injection
pressure
control
chamber
fuel
Prior art date
Application number
PCT/DE2002/004205
Other languages
German (de)
English (en)
Inventor
Matthias Schnell
Thomas Kuegler
Predrag Nunic
Detlev Potz
Original Assignee
Robert Bosch Gmbh
SANDER-POTZ, Maike
Potz, Wendelin
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh, SANDER-POTZ, Maike, Potz, Wendelin filed Critical Robert Bosch Gmbh
Publication of WO2003052259A1 publication Critical patent/WO2003052259A1/fr

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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • 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
    • F02M45/086—Having more than one injection-valve controlling discharge orifices
    • 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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/46—Valves, e.g. injectors, with concentric valve bodies

Definitions

  • the invention relates to a fuel injection device for an internal combustion engine according to the preamble of claim 1.
  • Such a fuel injection device is known from EP 0 957 261 AI.
  • This fuel injection device has a high-pressure fuel pump and a fuel injection valve connected to each cylinder of the internal combustion engine.
  • the high-pressure fuel pump has a pump piston driven by the internal combustion engine in a stroke movement, which delimits a pump work space which is connected to a pressure space of the fuel injection valve.
  • the fuel injection valve has an injection valve member, through which at least one injection opening is controlled and which, when acted upon by the pressure prevailing in the pressure chamber, can be moved in an opening direction against a closing force.
  • a connection between the pump work chamber and a relief chamber is controlled by an electrically controlled control valve in order to control the fuel injection.
  • the injection valve member moves in the opening direction and releases the at least one injection opening.
  • the Injection cross-section that is controlled by the injection valve member is always the same size. This does not enable optimal fuel injection under all operating conditions of the internal combustion engine.
  • the fuel injection device with the features according to claim 1 has the advantage that additional injection cross section can be released or closed by the second injection valve member with the at least one second injection opening, so that the injection cross section can be optimally adapted to the operating conditions of the internal combustion engine.
  • the control of the injection cross section takes place in a simple manner by means of the pressure in the control pressure chamber controlled by the second electrically operated control valve.
  • the inflow of fuel into or the outflow of fuel from the control pressure chamber can be adjusted to a required extent.
  • the embodiment according to claim 5 enables an optimal adaptation of the injection cross section to the load and / or speed of the internal combustion engine.
  • the embodiment according to claim 6 enables combustion with low noise and pollutant emissions from the internal combustion engine.
  • FIG. 1 shows a Fuel injection device for an internal combustion engine in a schematic illustration in a longitudinal section
  • FIG. 2 in an enlarged illustration a section of the fuel injection device designated by II in FIG. 1 and FIG. 3 stroke profiles of injection valve members of the fuel injection device over time during an injection cycle.
  • the internal combustion engine is preferably a self-igniting internal combustion engine.
  • the fuel injection device is designed as a so-called pump-nozzle system or as a pump-line-nozzle system and has a high-pressure fuel pump 10 and a fuel injection valve 12 connected to each cylinder of the internal combustion engine. When designed as a pump-line-nozzle system, the high-pressure fuel pump 10 is removed from the
  • Fuel injection valve 12 arranged and connected to it via a line.
  • the fuel injection device is designed as a pump-nozzle system, the high-pressure fuel pump 10 and the
  • Fuel injection valve 12 are connected directly to one another and form a structural unit.
  • the high-pressure fuel pump 10 has a pump piston 18 which is tightly guided in a cylinder bore 16 in a pump body 14 and is driven in a lifting movement by a cam 20 of a camshaft of the internal combustion engine against the force of a return spring 19.
  • the pump piston 18 limits in the cylinder 16 a Pu penarbeitsraum 22 in which the delivery stroke of
  • Pump piston 18 fuel is compressed under high pressure. During the suction stroke of the pump piston 18, fuel from a fuel reservoir 24 of the motor vehicle is supplied to the pump working chamber 22 in a manner not shown.
  • the fuel injection valve 12 has a valve body 26, which can be constructed in several parts, in which a first injection valve member 28 is guided so as to be longitudinally displaceable in a bore 30.
  • the valve body 26 has at least one first, preferably a plurality of first injection openings 32 at its end region facing the combustion chamber of the cylinder of the internal combustion engine, which are arranged distributed over the circumference of the valve body 26.
  • the first injection valve member 28 has, for example, an approximately conical sealing surface 34 on its end region facing the combustion chamber, which cooperates with a valve seat 36 formed in the valve body 26 in its end region facing the combustion chamber, from or after which the first injection openings 32 lead away.
  • valve body 26 there is an annular space 38 between the injection valve member 28 and the bore 30 towards the valve seat 36, which, in its end region facing away from the valve seat 36, merges into a pressure space 40 surrounding the first injection valve member 28 by a radial expansion of the bore 30.
  • the first injection valve member 28 has the level of
  • a first prestressed closing spring 44 engages, by means of which the first injection valve member 28 is pressed toward the valve seat 36.
  • the first closing spring 44 is arranged in a first spring chamber 46 of the valve body 26, which adjoins the bore 30.
  • Fuel injection valve 12 is hollow and in a second injection valve member 128 is slidably guided in a bore formed coaxially in the injection valve member 28.
  • the second injection valve member 128 controls at least one second injection opening 132 in the valve body 26.
  • the at least one second injection opening 132 is offset in the direction of the longitudinal axis of the injection valve members 28, 128 to the at least one first injection opening 32 toward the combustion chamber.
  • the second injection valve member 128 has, for example, an approximately conical sealing surface 134 on its end region facing the combustion chamber, which cooperates with a valve seat 136 formed in the valve body 26 in its end region facing the combustion chamber, from or after which the second injection openings 132 lead away.
  • the second injection valve member 128 can be formed in two parts and have a part which has the sealing surface 134 and faces the combustion chamber and a second part which adjoins the first part away from the combustion chamber. Near the end of the second injection valve member 128 on the combustion chamber side, a pressure surface 142 is formed thereon, on which the pressure prevailing in the pressure chamber 40 acts when the first injection valve member 28 is open.
  • FIG. 1 a second spring chamber 146 in the valve body 26 in which a second, acting on the second injection valve member 128 closing spring is arranged 144th
  • the diameter of the second spring chamber 146 is somewhat smaller than that of the first spring chamber 46.
  • the end of the first injection valve member 28 projects into the first spring chamber 46 and is supported on the first closing spring 44.
  • the first closing spring 44 is supported with its end facing away from the first injection valve member 28 on a sleeve 47 arranged between the first spring chamber 46 and the second spring chamber 146.
  • the sleeve 47 is in turn supported on one at the transition from the first Spring chamber 46 to the second spring chamber 146 formed by the reduction in diameter of the annular shoulder.
  • the sleeve 47 can be pressed into the first spring chamber 46 and thus fixed, or alternatively can be in the first spring chamber 46 in the direction of the longitudinal axis of the first
  • Injection valve member 28 to be displaceable.
  • the second injection valve member 128 projects through the sleeve 47 into the second spring chamber 146 and is supported on the second closing spring 144 via a spring plate 147.
  • the second closing spring 144 is supported with its end facing away from the second valve member 128 at the bottom of the second spring chamber 146.
  • a channel 48 leads from the pump work chamber 22 through the pump body 14, an intermediate body 50 arranged between the pump body 14 and the valve body 26 and the valve body 26 into the pressure chamber 40 of the fuel injection valve 12.
  • An electrically operated control valve 23 connects the pump work chamber 22 to a Relief chamber controlled, which can serve, for example, at least indirectly, the fuel tank 24 or an area in which a slightly higher pressure than the fuel tank 24 is maintained. As long as no fuel injection is to take place, the control valve 23 opens the connection between the pump work chamber 22 and the relief chamber, so that no high pressure can build up in the pump work chamber 22. If a fuel injection is to take place, the pump work chamber 22 is separated from the relief chamber by the control valve 23, so that the delivery stroke of the
  • the control valve 23 can have an electromagnetic actuator or a piezo actuator.
  • the control valve 23 is designed, for example, as a 2/2-way valve and can be switched between an open and a closed switching position.
  • the end of the second injection valve member 128 protrudes into a bore 51 in the valve body 26 adjoining the second spring chamber 146 and is tightly guided therein.
  • the end face of the injection valve member 128 delimits a control pressure chamber 52 in the bore 51. It can also be provided that a separate control piston protrudes into the bore 51 and delimits the control pressure chamber 52 in the latter, the control piston being supported on the second injection valve member 128.
  • the control pressure chamber 52 is connected via a channel 54 in the intermediate body 50 to the channel 48 and thus to the pump work chamber 22.
  • a throttle point 55 is preferably provided in the channel 54.
  • the control pressure chamber 52 also has a connection 56 to a relief chamber 24, which is controlled by a second electrically operated control valve 58.
  • the fuel reservoir 24 or another area in which the pressure is low can serve as the relief chamber 24.
  • a throttle point 57 is preferably provided in the connection 56 between the control pressure chamber 52 and the relief chamber 24.
  • the control valve 58 can have an electromagnetic actuator or a piezo actuator.
  • the control valve 58 is designed, for example, as a 2/2-way valve and can be switched between an open and a closed switching position.
  • the second control valve 58 is arranged, for example, as shown in FIG. 1, in the intermediate body 50 between the pump body 14 and the valve body 26.
  • the pressure build-up and pressure reduction in the control pressure chamber can be achieved by suitable dimensioning and tuning of the throttling points 55 and
  • Both control valves 23 and 58 are controlled by an electronic control device 60.
  • Control device 60 are signals via operating parameters the internal combustion engine, in particular speed, load, temperature and further parameters such as air temperature, air pressure and possibly further parameters.
  • the control device 60 controls the control valves 23 and 58 as a function of these parameters for controlling the fuel injection.
  • the first control valve 23 is opened so that fuel from the fuel tank 24 enters the pump work chamber 22.
  • the second control valve 58 is controlled by the control device 60 and the pressure prevailing in the control pressure chamber 52 is thereby set. If the second control valve 58 is closed, the control pressure chamber 52 is separated from the relief chamber 24 and the same pressure prevails in the pump work chamber 22.
  • the second control valve 58 is open, the control pressure chamber 52 is connected to the relief chamber 24 and the control pressure chamber 52 is relieved of pressure.
  • the second injection valve member 128 When the second control valve 58 is closed, in addition to the force of the closing spring 144, the second injection valve member 128 is also pressed with its sealing surface 134 against the valve seat 136 by the pressure force caused by the pressure prevailing in the control pressure chamber 52. When the second control valve 58 is open, the second injection valve member 128 is pressed with its sealing surface 134 against the valve seat 136 by the force of the closing spring 144 and the lower force caused by a low residual pressure in the control pressure chamber 52.
  • the fuel injection valve 12 opens by the the first injection valve member 28 lifts with its sealing surface 34 from the valve seat 36 and the at least one first injection opening 32 opens.
  • the closing force exerted on the second injection valve member 128 is greater than the force exerted on the second injection valve member 128 by the pressure prevailing in the pressure chamber 40, so that the second injection valve member 128 remains in its closed position.
  • only a part of the entire injection cross section is thus opened with the first injection openings 32, so that only a small amount of fuel is injected accordingly.
  • the control device 60 opens the second control valve 58, so that the control pressure chamber 52 is relieved and the overall closing force acting on the second injection valve member 128 is lower. If the pressure prevailing in the pressure chamber 40 is so high that it generates a higher force in the opening direction than the closing force acting on the second injection valve member 128 via the pressure surface 142 on the second injection valve member 128, the valve opens in addition to the first one
  • Injection valve member 28 also the second injection valve member 128 and releases the second injection openings 132. Thus, the entire injection cross section is released at the fuel injection valve 12 and a larger amount of fuel is injected. The end of
  • Fuel injection is started by opening the Control valve 23 determines, whereby the pump work chamber 22 is connected to the relief chamber 24 and no high pressure can build up in this.
  • the first injection valve member 28 then closes as a result of the force of the first closing spring 44.
  • the pressure surface 142 of the second injection valve member 128 is separated from the pressure chamber 40, so that the second injection valve member 128 as a result of the Force of the second closing spring 144 closes.
  • a stroke stop for the second injection valve element 128 is arranged on the first injection valve element 28, by means of which the opening stroke movement of the second injection valve element 128 is limited. If the first injection valve member 28 is open, the second injection valve member 128 can also open until it comes to rest on the stroke stop. When the first injection valve member 28 closes, the second injection valve member 128 is also forcibly closed via this stroke stop.
  • the injection cross sections formed by the first injection openings 32 and the second injection openings 132 are at least approximately the same size, so that when only the first injection valve member 28 is opened, half of the total
  • Injection cross section is released.
  • the first injection openings 32 form a larger or smaller injection cross section than the second injection openings 132.
  • FIG. 3 shows the course of the opening stroke h for the first injection valve member 28 with a solid line and for the second injection valve member 128 with a broken line during an injection cycle over time t. It can be provided that at the beginning of the
  • Fuel injection, the first control valve 23 and that second control valve 58 are closed by the control device 60, so that there is a high pressure in the control pressure chamber 52, so that with a small delivery stroke of the pump piston 18 only the first injection valve member 28 opens and only part of the entire injection cross section is released on the fuel injection valve 12. There is then a pre-injection of a small fuel tight only through the first injection openings 32.
  • the control device 60 then opens the first control valve 23 again, so that the first injection valve member 28 closes and the
  • Fuel injection is interrupted.
  • the first control valve 23 is then closed by the control device 60, so that the first injection valve member 28 opens.
  • the second control valve 58 can be opened by the control device 60, so that there is a low pressure in the control pressure chamber 52, so that the second injection valve member 128 also opens and the entire one on the fuel injection valve 12
  • the second control valve 58 can be opened by the control device 60 already at the beginning of the main injection, so that the second injection valve member 128 opens after the first injection valve member 28 only with a slight time delay.
  • the second control valve 58 can only be opened by the control device 60 during the course of the main injection, so that the second injection valve member 128 opens after the first injection valve member 28 with a greater time delay, as shown in FIG. 3.
  • the second control valve 58 is closed by the control device 60 and only the first injection valve member 28 opens and the second injection valve member 128 remains closed.
  • the second control valve 58 can be closed by the control device 60 during the pilot injection, so that only the first injection valve member 28 opens, and during the main injection, the second control valve 58 can can be opened by the control device 60, so that the second injection valve member 128 also opens.
  • connection of the control pressure chamber 52 via the channel 54 to the pump work chamber 22 is controlled by the second control valve 58.
  • the second control valve 58 must then be wired in the opposite way to the circuit described above, since the control pressure chamber 52 is then separated from the pump work chamber 22 when the control valve 58 is closed and there is a low pressure in the control pressure chamber 52 while the control pressure chamber 52 with the pump work chamber 22 is open when the control valve 58 is open is connected and there is a high pressure in the control pressure chamber 52.
  • the remaining function of the fuel injector is the same as described above.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un dispositif d'injection de carburant comprenant pour chaque cylindre d'un moteur à combustion interne une pompe d'alimentation en carburant haute pression (10) pourvue d'une chambre de travail de pompe (22), ainsi qu'une soupape d'injection de carburant (12) reliée à ladite pompe. Une première soupape de commande (23) commande une liaison entre la chambre de travail (22) de la pompe et une chambre de décharge (24). La soupape d'injection de carburant (12) comprend un premier élément de soupape d'injection (28) conçu pour commander au moins une première ouverture d'injection (32) et pouvant être déplacé dans une direction d'ouverture (29) contre une force de fermeture au moyen d'une pression générée dans la chambre de travail (22) de la pompe. Un second élément de soupape d'injection (128) est guidé de manière ajustable dans l'espace ceux ménagé au sein du premier élément de soupape d'injection (28), commande au moins une seconde ouverture d'injection (132) et peut être déplacé dans une direction d'ouverture (29) contre une force de fermeture au moyen de la pression régnant dans la chambre de pression (40). Le second élément de soupape d'injection (128) est sollicité en direction de la fermeture au moins indirectement par la pression régnant dans une chambre de pression de commande (52) remplie de carburant. Cette chambre de pression de commande (52) comprend un élément de liaison (54) destiné à la relier à la chambre de travail (22) de la pompe et commandé par une seconde soupape de commande (58).
PCT/DE2002/004205 2001-12-19 2002-11-14 Dispositif d'injection de carburant conçu pour un moteur a combustion interne WO2003052259A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2001162384 DE10162384A1 (de) 2001-12-19 2001-12-19 Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10162384.4 2001-12-19

Publications (1)

Publication Number Publication Date
WO2003052259A1 true WO2003052259A1 (fr) 2003-06-26

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Application Number Title Priority Date Filing Date
PCT/DE2002/004205 WO2003052259A1 (fr) 2001-12-19 2002-11-14 Dispositif d'injection de carburant conçu pour un moteur a combustion interne

Country Status (2)

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DE (1) DE10162384A1 (fr)
WO (1) WO2003052259A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005001255A1 (fr) * 2003-06-30 2005-01-06 Daimlerchrysler Ag Moteur a combustion interne a auto-allumage

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004011283A1 (de) * 2004-03-09 2005-09-29 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4516730A (en) * 1982-07-28 1985-05-14 Robert Bosch Gmbh Fuel injection nozzle for internal combustion engines
DE4115477A1 (de) * 1990-05-17 1991-11-21 Avl Verbrennungskraft Messtech Einspritzduese fuer eine brennkraftmaschine
EP0823549A2 (fr) * 1996-08-06 1998-02-11 Lucas Industries Public Limited Company Injecteur
EP0957261A2 (fr) 1998-05-15 1999-11-17 LUCAS INDUSTRIES public limited company Système de carburant et pompe utilisable dans ce système
EP1065368A2 (fr) * 1999-06-30 2001-01-03 Delphi Technologies, Inc. Injecteur de carburant
DE10038054A1 (de) * 1999-08-05 2001-02-15 Avl List Gmbh Nockenbetätigte Einspritzeinrichtung für eine Brennkraftmaschine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4516730A (en) * 1982-07-28 1985-05-14 Robert Bosch Gmbh Fuel injection nozzle for internal combustion engines
DE4115477A1 (de) * 1990-05-17 1991-11-21 Avl Verbrennungskraft Messtech Einspritzduese fuer eine brennkraftmaschine
EP0823549A2 (fr) * 1996-08-06 1998-02-11 Lucas Industries Public Limited Company Injecteur
EP0957261A2 (fr) 1998-05-15 1999-11-17 LUCAS INDUSTRIES public limited company Système de carburant et pompe utilisable dans ce système
EP1065368A2 (fr) * 1999-06-30 2001-01-03 Delphi Technologies, Inc. Injecteur de carburant
DE10038054A1 (de) * 1999-08-05 2001-02-15 Avl List Gmbh Nockenbetätigte Einspritzeinrichtung für eine Brennkraftmaschine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005001255A1 (fr) * 2003-06-30 2005-01-06 Daimlerchrysler Ag Moteur a combustion interne a auto-allumage
US7225791B2 (en) 2003-06-30 2007-06-05 Daimlerchrysler Ag Compression-ignition internal combustion engine

Also Published As

Publication number Publication date
DE10162384A1 (de) 2003-07-03

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