EP1214508A2 - Commande assistee par accumulateur d'energie des quantites d'injection dans des moteurs diesel importants - Google Patents

Commande assistee par accumulateur d'energie des quantites d'injection dans des moteurs diesel importants

Info

Publication number
EP1214508A2
EP1214508A2 EP00987093A EP00987093A EP1214508A2 EP 1214508 A2 EP1214508 A2 EP 1214508A2 EP 00987093 A EP00987093 A EP 00987093A EP 00987093 A EP00987093 A EP 00987093A EP 1214508 A2 EP1214508 A2 EP 1214508A2
Authority
EP
European Patent Office
Prior art keywords
control unit
injection system
control part
control
housing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP00987093A
Other languages
German (de)
English (en)
Inventor
Jaroslaw Hlousek
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1214508A2 publication Critical patent/EP1214508A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/16—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor characterised by the distributor being fed from a constant pressure source, e.g. accumulator or constant pressure positive displacement 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/447—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine
    • 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
    • F02M59/34—Varying fuel delivery in quantity or timing by throttling of passages to pumping elements or of overflow passages, e.g. throttling by means of a pressure-controlled sliding valve having liquid stop or abutment
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F02M63/0017—Valves characterised by the valve actuating means electrical, e.g. using solenoid using electromagnetic 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0047—Four-way valves or valves with more than four ways
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases
    • F02F2007/0097—Casings, e.g. crankcases for large diesel engines

Definitions

  • the invention relates to the technical field of controlling the fuel injection quantities in large diesel applications in which, on the one hand, higher valve strokes at higher flow cross sections and, on the other hand, smaller injection quantities are required at high speeds.
  • Fast switching valves are known from the prior art for passenger car and truck applications, in which fast switching magnets are provided.
  • the switching times achievable with fast-switching magnets can be achieved in particular in those applications in which low flow cross sections are required for the fuel and the valve strokes are in particular below about 0.3 mm.
  • large diesel engines which are used, for example, in maritime applications or are used for military purposes in armored vehicles, higher valve lifts are to be implemented, since the required amounts of fuel injection are greater. With higher valve strokes and large fuel injection quantities, they shrink however, the advantages of shorter switching times that can be achieved with electrically controllable magnets, since the magnets can only exert limited closing forces that are exceeded in large diesel applications.
  • 2/2-way valves can only be used to a limited extent for applications in large diesel engines. These larger 2/2-way valves provide the necessary larger injection quantities at lower speeds and also apply the required high closing forces to the control spool on the control spool. On the other hand, the switching times of such larger 2/2-way valves are longer because the moving masses on the valve, armature plate and closing body entail greater inertial forces. In addition, the valve strokes are longer, which also extends the switching times.
  • control unit can be used to individually control the two actuating elements which trigger the actuating movement of the control part and enable the suction chamber surrounding the control part to come into contact with a pump chamber serving as a reservoir or to separate the pump chamber from the high-pressure line connected to the suction chamber supplies the fuel to the control unit under high pressure.
  • lower fuel injection quantities can be achieved by using the annular gap formed between the valve seat of the housing and the control surface on the control part as a throttle and the filling of the pump chamber with fuel being hindered. With less fuel present in the pump chamber of the housing, the injection quantity can be effectively limited at higher speeds despite the larger flow cross section at the control unit and longer stroke distances.
  • An individual regulation of the conveying frequency of the control part can be achieved by the actuators connected to the control unit and individually controllable via this.
  • the actuators are preferably designed as electrically actuated magnetic elements. Since using such components alone the achievable closing forces at the required flow cross-sections and the fuel injection quantities promoted in large diesel applications are not sufficient, the actuators moving the control part are supported by energy stores. This allows the closing forces to be increased and the closing times to be drastically reduced. In combination with the lower injection quantities required at higher speeds, the injection parameters for large diesel applications can be set exactly to the requirements there.
  • a through hole is formed in the control part, which is connected via openings in the control part to the cavities accommodating the force accumulator. The through hole directs excess fuel back into the fuel tank through the return line;
  • An overflow line is assigned to a suction chamber surrounding the control part in the housing of the control unit, which protects the control unit from damage if the system pressures occur which are too high - secured by a check valve arranged in front of the storage tank.
  • the invention is described in detail with reference to the drawing.
  • the single figure shows the cross section through an embodiment variant of the 2/2-way valve according to the invention for large diesel applications, which is controlled in the housing surrounding it by two energy storage-assisted actuators.
  • actuating members 2 and 3 are assigned to the housing 29 surrounding the control part 1 at the ends of the control part 1.
  • These actuators 2, 3 are preferably designed as magnetic elements and can be individually controlled via a control unit 12; the two control lines 15 and 16 are used for this purpose.
  • the control housing 29 of the 2/2-way valve is designed as a compact unit, which is penetrated by a housing bore 32.
  • a control valve which is preferably designed as a control slide, is let into the housing bore 32.
  • the housing 29 can be made of inexpensive material, while the control part 1 itself consists of high quality material.
  • the two mating surfaces of the housing bore 32 of the housing 29 and the outer surface of the control part 1 are designed with narrow tolerances, so that the overflow leakage losses during the relative movement of the control part 1 in the housing bore 32 _ ⁇ _ PCT / DEOO / 03899
  • a bore 30, which connects the housing bore 32 to an injection nozzle 11, is also let into the housing 29 of the 2/2-way valve. For reasons of simplification, only one injector 11 is shown here. Furthermore, a pump chamber 9 is provided in the housing 29, which is also connected to the housing bore 32 passing through the housing 29. Flanges are attached to the side of the housing 29 of the 2/2-way valve, each of which forms cavities 17 and 19 when the actuating elements are braced against the flanges.
  • Anchor plates 18 and 20 are accommodated in the two cavities 17 and 19, which cooperate with the actuators 2, 3, which are preferably designed as electromagnets. The anchor plates 18 and 20 are screwed to the ends of the control part 1, the screws sealing a through hole 33 in the control part 1 towards both ends.
  • a suction space 10 is also formed on the housing bore 32, which widens an area of the housing bore 32 in a ring shape.
  • a high-pressure line 25 opens into the annular suction chamber 10.
  • the fuel required by a high-pressure pump 24 from the tank 23 is present in the high-pressure line 25, in order to release the suction chamber 10 through the closing body 13 into the pump chamber 9 or the bore 30 in the housing 29 flow in.
  • the suction chamber 10 is also connected to an overflow line 27, which is secured by a check valve 26 and opens into the tank 23. By means of the overflow line 27, the 2/2-way valve can be secured against damage in the event of pressure peaks by a trigger pressure which can be set in the check valve 29.
  • a pressure-free return line 22 is also formed in the housing 29 of the 2/2-way valve, via which excess fuel can flow back into the storage tank 23 and from there via the high-pressure pump 24 can be pumped back into the high-pressure line 25.
  • slightly enlarged recesses are provided, each of which accommodates an energy store 4, 5, preferably in the form of a helical spring.
  • the energy accumulators 4, 5 are supported on the one hand on the housing 29 of the 2/2-way valve and, on the other hand, rest on the annular surfaces of the cylinder 14 and closing body 13 formed on the control part 1.
  • the cylinder 14 is designed with a somewhat smaller diameter 14.1 compared to the diameter 13.1 of the closing body 13.
  • the closing body 13 comprises a footprint 28 which interacts with a valve seat 6 which is provided on the housing 29.
  • the control surface 28 is preferably designed as a conical surface on the control part 1 tapering towards the pressure-free return 22, for example as a cone or truncated cone.
  • the stroke of the cylinder with the truncated cone outlet 28 acting as the closing body 13 is limited on the one hand by the valve seat 6 on the housing 29 of the 2/2-way valve, and on the other hand by the stop 7 of a sleeve 8 inserted into the housing bore 32. Between the stops 6 and 7 the travel range can be set, which is larger than 0.3mm for large diesel applications.
  • the control part 1 is traversed by a through hole 33, which is sealed in each case by the screws securing the anchor plates 18 and 20 at the ends of the control part 1.
  • the through hole 33 is connected via openings 34, 35 to the cavities accommodating the energy stores 4, 5.
  • Outflowing fuel passes through the fit gap between the closing body 13 and the housing bore 32 into the cavity, which extends around the energy accumulator 5.
  • the fuel flows into the cavity surrounding the energy accumulator 4 on the return side, into which the return 22 opens into the tank 23 and into which the fuel can flow back.
  • the mode of operation of the 2/2-way valve is as follows.
  • the energy stores 4, 5 are dimensioned such that when the magnets 2, 3 are not energized, the Closing body 13 remains in its released position. At low engine speeds, no injection takes place, at higher engine speeds and non-energized magnets 2, 3, the filling of the pump chamber 9 with fuel under high pressure is impaired by the throttling action that occurs between the valve seat 6 and the switching surface 28, that only very small amounts or no fuel is delivered to the injector 11.
  • the control unit 12 supplies current via the control line 15 and the magnet 3, so that the control part 1 is moved towards the stop 7 and prestresses the energy accumulator 5.
  • the annular gap between the valve seat 6 and the control surface 28 is released, the pump chamber 9 fills with fuel under high pressure.
  • the energization of the magnet 3 via the control line 15 is ended by the control unit 12, while the magnet 2 is energized on the return side of the control part 1.
  • the current change takes place in the period of about 1 ms.
  • the relaxation of the energy accumulator 5 supports the closing of the annular gap between the valve seat 6 and the control surface 28, so that a faster-running closing movement occurs, even with stroke distances greater than 0.3 mm, as is the rule in large diesel applications. This means that even longer strokes at higher speeds can be covered within a very short time and the required clamping forces can be effectively applied.
  • the magnet 3 is energized again by the control unit 12 - for example at the end of delivery - the magnet 2 is deactivated. Due to the force accumulator 4 and the hydraulic force counter to the force accumulator 5, the closing body 13 moves against the stop 7, which is inserted into the housing bore 32. This movement is further supported by the fact that the diameter 13.1 of the closing body 13 is somewhat larger is dimensioned as the diameter water 14.1 of the cylinder 14 on the control part 1. This results in the total force of the energy accumulator 5 predominant forces.
  • the opening and closing of the control part 1 can be recognized by the control unit 12 by analyzing the control current or the control voltage.
  • a simple functional diagnosis can thus be carried out without additional components, and the start of injection can also be precisely assigned to the top dead center of the cylinder of an internal combustion engine.
  • the injection quantity can also be effectively predetermined by the degree of opening of the control part 1. This means that electronic monitoring of the start and end of delivery of an injection system is available. With the solution proposed according to the invention for a 2/2 way valve with longer stroke distances for large diesel applications, the switching times can be drastically shortened and the injection quantities at the injection nozzle can be precisely metered.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Fuel-Injection Apparatus (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)

Abstract

L'invention concerne une unité de commande pour système d'injection de carburant comportant un élément de commande (1). Cet élément de commande (1) peut être déplacé entre un siège de soupape (6) et la surface de butée (7) d'un alésage (32) pratiqué dans le carter (29). Une conduite haute pression (25) débouche dans un alésage (32) traversant le carter (29) et logeant l'élément de commande (1). Une surface de commande (28) de l'élément de commande (1) opposée au siège de soupape (6) sert d'élément d'étranglement pour remplir un compartiment de pompe (9) dans le carter (29), dans une plage de vitesses plus élevées.
EP00987093A 1999-11-10 2000-11-08 Commande assistee par accumulateur d'energie des quantites d'injection dans des moteurs diesel importants Withdrawn EP1214508A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19954058A DE19954058A1 (de) 1999-11-10 1999-11-10 Kraftspeicherunterstützte Steuerung der Einspritzmengen bei Großdieselmotoren
DE19954058 1999-11-10
PCT/DE2000/003899 WO2001034957A2 (fr) 1999-11-10 2000-11-08 Commande assistee par accumulateur d'energie des quantites d'injection dans des moteurs diesel importants

Publications (1)

Publication Number Publication Date
EP1214508A2 true EP1214508A2 (fr) 2002-06-19

Family

ID=7928547

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00987093A Withdrawn EP1214508A2 (fr) 1999-11-10 2000-11-08 Commande assistee par accumulateur d'energie des quantites d'injection dans des moteurs diesel importants

Country Status (7)

Country Link
US (1) US6526944B1 (fr)
EP (1) EP1214508A2 (fr)
JP (1) JP2004532368A (fr)
KR (1) KR20010113644A (fr)
DE (1) DE19954058A1 (fr)
RU (1) RU2001121476A (fr)
WO (1) WO2001034957A2 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7124746B2 (en) * 2002-07-16 2006-10-24 Brocco Douglas S Method and apparatus for controlling a fuel injector
CN105736201B (zh) * 2016-04-05 2019-02-15 重庆隆鑫机车有限公司 变燃油压力电喷系统的调压机构
CN105863907B (zh) * 2016-04-05 2018-11-16 重庆隆鑫机车有限公司 变燃油压力电喷系统及其发动机

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1156607B (de) * 1961-10-28 1963-10-31 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer Brennkraftmaschinen
DE3302294A1 (de) * 1983-01-25 1984-07-26 Klöckner-Humboldt-Deutz AG, 5000 Köln Kraftstoffeinspritzvorrichtung fuer luftverdichtende, selbstzuendende brennkraftmaschinen
JPH066849B2 (ja) * 1984-11-16 1994-01-26 松下電工株式会社 ガレ−ジ扉の開閉装置
US5295469A (en) * 1990-07-09 1994-03-22 Nippondenso Co., Ltd. Safety valve for fuel injection apparatus
WO1994027040A1 (fr) * 1993-05-06 1994-11-24 Cummins Engine Company, Inc. Distributeur pour systeme de distribution de carburant haute pression
US5518030A (en) * 1994-12-12 1996-05-21 Cummins Engine Company, Inc. Three-way flow valve with variable drain orifice area
DE19549108A1 (de) * 1995-12-29 1997-07-03 Bosch Gmbh Robert System zur Kraftstoffhochdruckerzeugung für ein in Brennkraftmaschinen eingesetztes Kraftstoffeinspritzsystem
US6076504A (en) * 1998-03-02 2000-06-20 Cummins Engine Company, Inc. Apparatus for diagnosing failures and fault conditions in a fuel system of an internal combustion engine
DE19810867C2 (de) * 1998-03-13 2000-02-24 Bosch Gmbh Robert Kraftstoffpumpen-Anordnung
US6293251B1 (en) * 1999-07-20 2001-09-25 Cummins Engine, Inc. Apparatus and method for diagnosing erratic pressure sensor operation in a fuel system of an internal combustion engine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0134957A2 *

Also Published As

Publication number Publication date
JP2004532368A (ja) 2004-10-21
WO2001034957A2 (fr) 2001-05-17
DE19954058A1 (de) 2001-05-23
RU2001121476A (ru) 2003-06-20
KR20010113644A (ko) 2001-12-28
US6526944B1 (en) 2003-03-04
WO2001034957A3 (fr) 2002-03-21

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