EP1558843A1 - Systeme d'injection de carburant pour moteurs a combustion interne - Google Patents

Systeme d'injection de carburant pour moteurs a combustion interne

Info

Publication number
EP1558843A1
EP1558843A1 EP03809690A EP03809690A EP1558843A1 EP 1558843 A1 EP1558843 A1 EP 1558843A1 EP 03809690 A EP03809690 A EP 03809690A EP 03809690 A EP03809690 A EP 03809690A EP 1558843 A1 EP1558843 A1 EP 1558843A1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
chamber
fuel injection
nozzle
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
EP03809690A
Other languages
German (de)
English (en)
Other versions
EP1558843B1 (fr
Inventor
Hans-Christoph Magel
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 EP1558843A1 publication Critical patent/EP1558843A1/fr
Application granted granted Critical
Publication of EP1558843B1 publication Critical patent/EP1558843B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • F02M57/026—Construction details of pressure amplifiers, e.g. fuel passages or check valves arranged in the intensifier piston or head, particular diameter relationships, stop members, arrangement of ports or conduits
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails

Definitions

  • the common rail injection system is used to inject fuel into direct-injection internal combustion engines.
  • pressure generation and injection are decoupled from one another in time and place.
  • a separate high-pressure pump generates the injection pressure in a central high-pressure fuel reservoir.
  • the start of injection and the injection quantity are determined by the triggering time and duration of, for example, electrically operated injectors, which are connected to the high-pressure fuel reservoir via fuel lines.
  • the injection pressure is adapted to the load and speed.
  • the fuel injection is carried out with the greatest possible injection pressure.
  • a high injection pressure has e.g. B. the advantages of reduced pollutant emissions, reduced fuel consumption and high specific performance.
  • the maximum injection pressures in common rail systems are limited to approx.
  • a pressure booster in the injector can be used to further increase the injection pressure.
  • the pressure intensifier converts a primary pressure made available by the pressure accumulator into the desired high injection pressure by means of a hydraulic transmission.
  • a fuel injection device for pulp engines in which the injection valves have a pressure booster to increase the injection pressure up to 2000 bar.
  • the fuel pressure in an injection pressure chamber increases to a multiple of the high pressure applied.
  • the pressure in the injection pressure chamber drops due to the resetting of the Intensifier piston. This opens a check valve so that fuel can flow into the injection pressure chamber with the high pressure applied (refill).
  • the integration of such a check valve in a fuel injection device means a considerable manufacturing outlay. It is difficult to accommodate the check valve in the existing installation space.
  • the fuel injection device according to the invention avoids the disadvantages occurring in the prior art and makes it possible to ensure that the pressure booster is refilled with a reduced manufacturing outlay. It is advantageously no longer necessary to accommodate a check valve for this purpose in the fuel injection device according to the invention.
  • a fuel injection device for internal combustion engines with a fuel injection nozzle which can be supplied with fuel by a high-pressure fuel source and which has a movable nozzle piston for opening and closing injection openings, an injection nozzle high-pressure chamber and an injection nozzle control chamber, with between the fuel injection nozzle and the Ki-aftstoff high-pressure source is connected to a pressure booster device which has a movable pressure booster piston, a pressure booster work chamber and a high pressure booster chamber, one open when the fuel injector is closed to fill the pressure booster high pressure chamber Filling connection is closed when the fuel injector is open.
  • the closing of the filling connection which is open when infested is coupled to the movement of the nozzle piston in the opening direction in order to release the injection openings.
  • the filler connection is closed by the nozzle piston when the fuel injection nozzle is open.
  • a pressure change in a pressure booster control chamber contained in the pressure booster device and / or in the pressure booster work chamber preferably causes a pressure change in the pressure booster high-pressure chamber.
  • the pressure intensifier Koiben compresses the fuel in the pressure intensifier high-pressure chamber to an injection high pressure which is higher than the high-pressure fuel in the high-pressure fuel source.
  • the opening and closing of the injection openings can be controlled via a control valve. It is preferably a 3/2 valve.
  • the control valve can e.g. B. in a pressure-controlled fuel injector, the opening and closing of the injection openings by activating the pressure booster device.
  • FIG. 1 shows a hydraulic circuit diagram of a fuel injection device according to the invention in the idle state or when resetting
  • FIG. 2 shows a hydraulic circuit diagram of a fuel injection device according to the invention during injection
  • Figure 3 shows a fuel injection device according to the invention in a coaxial design
  • Figure 4 shows another embodiment of a fuel injection device according to the invention in the idle state or when infected.
  • FIG. 1 shows a hydraulic circuit diagram of a fuel injection device according to the invention, which is in the idle state or when resetting.
  • the system comprises a high-pressure fuel source 1, for example a pressure accumulator (common rail), which stores fuel compressed to up to 1600 bar by a high-pressure pump. From the high-pressure fuel source 1, the fuel is conducted via a high-pressure line 27 to the injectors, each of which contains a control valve 14, a pressure booster device 7 and a fuel injection nozzle 2.
  • a high-pressure fuel source 1 for example a pressure accumulator (common rail), which stores fuel compressed to up to 1600 bar by a high-pressure pump.
  • the fuel is conducted via a high-pressure line 27 to the injectors, each of which contains a control valve 14, a pressure booster device 7 and a fuel injection nozzle 2.
  • the control valve 14 is a 3/2 valve in this preferred embodiment of the present invention.
  • the control valve 14 is in a first switch position 15, in which the high-pressure line 27 to a pressure intensifier control chamber 12 of the pressure intensification device 7 is open and a low-pressure line 17 leading to a low-pressure system, not shown, is closed.
  • the control valve 14 closes the connection between the high pressure line 27 and the pressure booster control chamber 12 and establishes a connection between the pressure booster control chamber 12 and the low pressure line 17.
  • the control valve 14 may e.g. B. Piezo or a solenoid valve.
  • control valve 14 can be designed as a directly controlled valve or as a servo valve.
  • the pressure booster device 7 contains a pressure booster piston 8 which is resiliently mounted by means of a return spring 13.
  • the pressure intensifier piston 8 separates a pressure intensifier high pressure chamber 9 from a pressure intensifier work chamber 11, which is connected to the fuel high pressure source via the high pressure line 27.
  • the return spring 13 used to mount the pressure intensifier piston 8 is arranged in the pressure intensifier control chamber 12.
  • the pressure booster piston 8 can be divided into two areas, a first (larger diameter) pressure booster piston section 18 and a second (smaller diameter) pressure booster piston section 19.
  • the two pressure booster piston sections 18, 19 are separate components, but can also be firmly connected to one another or be designed as a single component.
  • the housing 28 of the pressure booster device 7 has a step-shaped taper.
  • One area is the pressure intensifier work space 11 connected to the high-pressure fuel source 1 via the high-pressure line 27, the second The area has the above-mentioned step-shaped taper into which the second pressure booster piston section 19 protrudes.
  • the tapered region is delimited in a liquid-tight manner from the rest of the second region, so that a pressure intensifier control chamber 12 and a pressure intensifier high-pressure chamber 9 are formed.
  • the pressure intensifier work chamber 11 is connected to the high-pressure fuel source 1 via the high-pressure line 27.
  • the pressure intensifier control chamber 12 can be connected via the control valve 14 either to the high-pressure fuel source 1 (first switching position 15) or to the low-pressure line 17 (second switching position 16).
  • the pressure intensifier high-pressure chamber 9 is connected via an injection high-pressure line 29 to an injector high-pressure chamber 21 of the fuel injector 2 and can be connected to an injector control chamber 20 contained in the fuel injector 2 via a filler connection 10.
  • the filling connection 10 is arranged between the pressure intensifier high pressure chamber 9 and the injection nozzle control chamber 20.
  • the filling connection 10 preferably contains a throttle 23.
  • the fuel injection nozzle 2 comprises a nozzle piston 3 and projects with its injection openings 6 into the combustion chamber 25 of a cylinder of an internal combustion engine.
  • the nozzle piston 3 can be divided into two areas, the upper (larger diameter) nozzle piston section 4 and the (smaller diameter) nozzle needle 5, the upper nozzle piston section 4 passing into the nozzle needle 5 via a pressure shoulder 30.
  • the nozzle piston 3 is surrounded by the injection nozzle high-pressure chamber 21.
  • the control valve 14 In the idle state (FIG. 1), the control valve 14 is not activated (first switching position 15) and there is no injection.
  • the high pressure booster chamber 9 is connected to the high pressure fuel source 1 via the control valve 14 (in a first switching position 15), the pressure booster control chamber 12, the injector chamber 20 and the filler connection 10 , The high pressure of the high-pressure fuel source 1 is then present at the following locations:
  • FIG. 2 shows a hydraulic circuit diagram of a fuel injection device according to the invention during the injection.
  • the structure of the fuel injection device shown in FIG. 2 corresponds to that in FIG. 1.
  • the injection of fuel into the combustion chamber 25 is initiated by activating the 3/2-way control valve 14. It is switched from the first switching position 15 (connection Pressure intensifier control chamber 12 is switched to the second switching position 16 via the first connecting line 32, high-pressure connecting line 31 and high-pressure line 27 with the high-pressure fuel source 1).
  • the pressure intensifier control chamber 12 is connected to the low pressure line 17.
  • the pressure intensifier control chamber 12 is thus relieved of pressure, whereby the pressure intensifier device 7 is activated.
  • the injector control chamber 20 is relieved of pressure.
  • the high-pressure fuel source 1 (also during the injection) is connected via a high-pressure line 27 to the pressure intensifier work space contained in the pressure-translation device 7.
  • the high pressure from the fuel high pressure source 1 acts in the compression direction 36 on the large piston surface 35 of the first pressure intensifier piston partial region 18.
  • the force of the return spring 13 and that acts High pressure in the pressure intensifier high-pressure chamber 9 which, however, only acts on the small piston surface 37.
  • the force in the compression direction 36 predominates.
  • the pressure booster piston 8 therefore moves in the compression direction 36 in the housing 28 of the pressure booster device 7 and compresses the fuel in the Pressure intensifier high-pressure chamber 9 and thus also increases the pressure in the injector high-pressure chamber 21. Due to the pressure difference between the injector high-pressure chamber 21 and the injector control chamber 20, the nozzle piston 3 moves in the opening direction against the closing force of the closing spring 24 and gives the injection openings 6 free. Fuel 34 is now injected into the combustion chamber 25 at a pressure which is higher than the pressure in the high-pressure fuel source 1 by the pressure-translation device 7.
  • the filler connection 10 between the injector control chamber 20 and the high pressure chamber 9 is closed by the nozzle piston 3.
  • One end of the nozzle piston 3 interacts with the sealing seat 26. Consequently, no loss can escape from the pressure intensifier high-pressure chamber 9 via the throttle 23 contained in the filling connection 10 during the injection.
  • the pressure intensifier device 7 remains activated and the pressure intensifier piston 8 compresses the fuel in the pressure intensifier high-pressure chamber 9.
  • the compressed fuel is passed on to the nozzle needle 5 and injected into the combustion chamber 25.
  • the control valve is switched back to the first switch position 15 (FIG. 1), so that the pressure intensifier control chamber 9 and the injector chamber 20 can be separated from the low-pressure line 17 and connected to the high-pressure fuel source 1.
  • the high pressure builds up again in the pressure intensifier control chamber 9.
  • the pressure drops to the high pressure generated by the high-pressure fuel source 1.
  • the pressure booster piston 8 is now hydraulically balanced.
  • the fuel high-pressure source high pressure also builds up in the injector control chamber 20 and in the injector high-pressure chamber 21, so that the nozzle piston 3 of the fuel injector 2 is also hydraulically balanced.
  • the nozzle piston 3 is then moved in the closing direction by the force of the closing spring 24 until the injection openings 6 are closed by the nozzle needle 5.
  • the injection has ended and the filling connection 10 is released again by the movement of the nozzle piston 3 in the closing direction.
  • the pressure booster piston 8 After the pressure equalization of the system, the pressure booster piston 8 is moved in the return direction 38 by the force of the return spring 13 until it returns to its starting position. is deferred.
  • the pressure intensifier high pressure chamber 9 is refilled from the injection nozzle control chamber 20 via the throttle 23 contained in the filling connection 10. The filling takes place automatically without the need for an additional check valve.
  • additional measures can be taken to dampen vibrations between the high-pressure fuel source 1 and the injector.
  • This can e.g. B. done by an optimized design of a throttle 22 in the high pressure line 27.
  • a throttle check valve (not shown) can be used at any point on the feed line (27, 31, 32).
  • FIG. 3 shows a fuel injection device according to the invention in a coaxial design.
  • the pressure booster device and the fuel injection nozzle are arranged coaxially to one another in a common injector housing 39.
  • a pressure booster piston 8 In the injector housing 39, two parts which are movable relative to one another are spring-mounted: a pressure booster piston 8 and a nozzle piston 3.
  • the pressure booster piston 8 has a first (larger diameter) pressure booster piston section 18 and a second (smaller diameter) pressure booster piston section 19.
  • the injector housing 39 also has a step-shaped taper 41.
  • the (larger diameter) first pressure booster piston section 19 is guided axially and largely liquid-tight from the larger diameter part of the injector housing 39.
  • the (smaller diameter) second pressure booster piston section 19 is located partly in the larger diameter part of the injector housing 39 and is partially immersed in the smaller diameter part of the injector housing, where it is axially displaceable and largely liquid-tight.
  • the larger-diameter first pressure booster piston section 18 part in the interior of the injector housing 39 from the pressure booster work chamber 11 and the pressure booster control chamber 12.
  • the return spring 13 surrounding the smaller-diameter second pressure booster piston section 19 is arranged in the pressure booster control chamber 12.
  • the return spring 13 is supported on the one hand in the area of the step-shaped taper 41 of the injector housing 39 and on the other hand on the first pressure booster piston section 18 having a larger diameter.
  • the pressure intensifier piston 8 is designed as a hollow piston: it contains a central, continuous bore 43.
  • the nozzle piston 3 is guided in a liquid-tight manner in a guide region 44 in this bore 43.
  • a pressure piece 45 which projects into the bore 43 in the form of a cylinder, is fastened to the injector housing 39 in the region of the pressure intensifier working space 11.
  • the pressure piece 45 On the side facing the nozzle piston 3, the pressure piece 45 has a taper, on which a closing spring 24 is fitted.
  • the closing spring 24 is supported on the one hand against the pressure piece 45 and, on the other hand, presses against the end of the nozzle piston 3 projecting into the bore 42. Between the nozzle piston 3 and the pressure piece 45 there is sufficient space to lift the nozzle needle 5 from the injection openings 6 opposed to the force of the closing spring 24 during an injection process.
  • the closing spring 24 is surrounded in the bore 43 by the injection nozzle control chamber 20.
  • the injector control chamber 20 is thus arranged in the pressure booster piston 8 designed as a hollow piston.
  • the pressure booster piston 3 contains at least one opening 46, through which the injector control chamber 20 is constantly connected to the pressure booster control room 12, so that the pressure in the two rooms 12, 20 is always equalized.
  • the injector control chamber 20 could be e.g. instead of the pressure booster control chamber 12 e.g. be connected to the pressure intensifier work space 11. Then the injector control chamber 20 is not relieved together with the pressure intensifier control chamber 12, but remains constantly at the pressure level of the work space 11. This would also be possible since a higher pressure is built up in the injector high pressure chamber 21 by the pressure intensifier 7 the fuel injector 2 thus opens.
  • the pressure booster work chamber 11 e.g. the pressure piece 45 are reduced in diameter, so that it would no longer be guided in the pressure intensifier piston 8 in a high-pressure-tight manner, but rather a connection would exist between the two spaces 20, 11 along the pressure piece 45.
  • the pressure intensifier high-pressure chamber 9 and the injection nozzle high-pressure chamber 21 according to FIGS. 1 and 2 coincide and are formed by the high-pressure chamber 47.
  • the filler connection 10 containing a throttle 23 between the injection nozzle control chamber 20 and the high pressure chamber 47 runs in the nozzle piston 3.
  • the fuel is metered into the combustion chamber 25 again by activating the 3/2-way control valve 14.
  • the pressure booster control chamber 12 is connected to the low-pressure line 17 via the connecting line 32 and is thus relieved of pressure.
  • This activates the pressure booster device and the fuel is compressed in the high pressure chamber 47 by the pressure booster piston 3.
  • the compressed fuel is passed along the nozzle needle 5.
  • the nozzle piston 3 finally opens the injection openings 6 as a result of the increasing opening pressure force in the high pressure chamber 47 and the fuel is injected into the combustion chamber 25.
  • the nozzle piston 3 lies with the sealing seat 26 on the pressure piece 45 and thus closes the filling connection 10 in a liquid-tight manner. In this way, no compressed fuel can flow back from the high-pressure chamber 47 into the injector control chamber 20.
  • the pressure intensifier control chamber 12 is again connected to the high-pressure fuel source 1 by the control valve 14.
  • the high-pressure fuel generated by the high-pressure fuel source builds up in the pressure intensifier control chamber 12 and via the opening 46 in the injector control chamber 20.
  • the pressure in the high-pressure chamber 47 drops to the high-pressure fuel high-pressure source, whereupon the pressure booster piston 8 is hydraulically balanced, as is the nozzle piston 3.
  • the force of the springs 13, 24 moves both pistons 3, 8 in their rest position.
  • the nozzle needle closes the injection openings 6 and the nozzle piston 3 lifts the sealing seat 26 off the pressure piece 45.
  • the filling connection 10 is thus opened, so that the high-pressure chamber 47 is connected to the high-pressure fuel source 1 via the filling connection 10 and further spaces 20, 12 and connections 46, 32, 31, 27.
  • the high pressure chamber 47 is filled via the filling connection 10 when the pressure intensifier piston 8 is reset.
  • the pressure intensifier piston designed as a hollow piston and the filling connection contained in the nozzle piston, a particularly compact construction of the fuel injection device can advantageously be achieved in this preferred embodiment of the present invention.
  • FIG. 4 shows a further preferred embodiment of a fuel injection device according to the invention in the idle state or when infected.
  • the control valve 14 In the idle state (no injection), the control valve 14 is in a first switching position 15, in which it connects the pressure intensifier work chamber 11 to the low pressure line 17.
  • the injector control chamber 20 and the pressure intensifier high pressure chamber 9 connected to it in the idle state via the filler connection 10 and the injector high pressure chamber 21 are connected via a second low pressure line 48 to a low pressure region (not shown), as is the pressure intensifier Control chamber 12 via a third low-pressure line 49.
  • the pressure intensifier high-pressure chamber 9 is via the filler connection 10 and via the injector control chamber 20, the pressure intensifier control chamber 12 and the pressure intensifier work space 11 connected to at least one low pressure line 17, 48, 49.
  • both the pressure booster piston 8 and the nozzle piston 3 are hydraulically balanced in the idle state and both pistons 8, 3 are held in their rest position by the associated spring 13, 24.
  • the injection openings 6 are closed towards the combustion chamber 25 by the nozzle needle 5.
  • the control valve 14 is switched from the first switch position 15 to the second switch position 16.
  • the pressure intensifier work chamber 11 is connected to the high-pressure fuel source 1.
  • the pressure generated by the high-pressure fuel source 1 builds up in the pressure intensifier work chamber 11.
  • the pressure booster piston 8 thereby moves in the compression direction and compresses the fuel in the pressure booster high-pressure chamber 9 to the translated pressure. This is passed on to the injection nozzle high-pressure chamber 21.
  • the nozzle piston 3 moves in the opening direction through the pressure craft generated in this way and releases the injection openings 6.
  • the filling connection 10 from the pressure intensifier high-pressure chamber 9 to the injector control chamber 20 is closed by the nozzle piston 3. So there is no loss during the injection.
  • the control valve 14 is switched back to the first switching position 15.
  • the pressure intensifier work space 11 is then connected again to the low pressure line 17.
  • the low pressure also arises in the pressure intensifier chamber 9 and consequently also in the injector high pressure chamber 21.
  • the nozzle needle 5 therefore closes and the nozzle piston 3 releases the filling connection 10.
  • the pressure intensifier high-pressure chamber 9 is filled when the pressure intensifier piston 8 is reset 38 via the filling connection 10 from the low pressure system.
  • the filler connection 10 can contain a throttle 23 if required.
  • High-pressure fuel source Fuel injection nozzle Nozzle piston upper nozzle piston section Nozzle needle Injection orifices Pressure intensifier device Pressure intensifier piston Pressure intensifier high pressure chamber Filling connection Pressure intensifier work chamber Pressure intensifier control chamber Return spring control valve first switching position second switching position Low pressure line first pressure intensifier piston part area second pressure intensifier chamber injector nozzle part first throttle second throttle closing spring combustion chamber sealing seat high pressure line housing of the pressure booster device injection high pressure line pressure shoulder high pressure connecting line first connecting line second connecting line injected fuel large piston area compression direction small piston area reset direction injector housing

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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 système d'injection de carburant pour moteurs à combustion interne, comportant un ajutage d'injection de carburant (2) pouvant être alimenté en carburant par une source de carburant haute pression (1). Ledit ajutage d'injection présente un piston d'ajutage (3) mobile pour ouvrir et fermer des ouvertures d'injection, une chambre haute pression à ajutages d'injection (21) et une chambre de commande pour ajutages d'injection (20). Un dispositif de multiplication de pression (7) est commuté entre l'ajutage d'injection de carburant (2) et la source de carburant haute pression (1). Ledit dispositif de multiplication de pression présente un piston de multiplicateur de pression (8) mobile, une chambre de travail de multiplicateur de pression (11), une chambre de commande de multiplicateur de pression (12) et une chambre haute pression de multiplicateur de pression (9). Un raccord de remplissage (10), ouvert lorsque l'ajutage d'injection de carburant (2) est fermé, et qui sert à remplir la chambre haute pression du multiplicateur de pression (9), est fermé par le piston d'ajutage (3) lorsque l'ajutage d'injection de carburant (2) est ouvert.
EP03809690A 2002-10-25 2003-06-30 Systeme d'injection de carburant pour moteurs a combustion interne Expired - Lifetime EP1558843B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10249840 2002-10-25
DE10249840A DE10249840A1 (de) 2002-10-25 2002-10-25 Kraftstoff-Einspritzeinrichtung für Brennkraftmaschine
PCT/DE2003/002174 WO2004040117A1 (fr) 2002-10-25 2003-06-30 Systeme d'injection de carburant pour moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP1558843A1 true EP1558843A1 (fr) 2005-08-03
EP1558843B1 EP1558843B1 (fr) 2009-03-04

Family

ID=32103025

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03809690A Expired - Lifetime EP1558843B1 (fr) 2002-10-25 2003-06-30 Systeme d'injection de carburant pour moteurs a combustion interne

Country Status (6)

Country Link
US (1) US7461795B2 (fr)
EP (1) EP1558843B1 (fr)
JP (1) JP2006504040A (fr)
DE (2) DE10249840A1 (fr)
ES (1) ES2320540T3 (fr)
WO (1) WO2004040117A1 (fr)

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JP3994990B2 (ja) * 2004-07-21 2007-10-24 株式会社豊田中央研究所 燃料噴射装置
DE102004053422A1 (de) * 2004-11-05 2006-05-11 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung
WO2006091392A1 (fr) * 2005-02-22 2006-08-31 Siemens Vdo Automotive Corporation Systeme a rampe commune avec amplification de pression
DE102006047134A1 (de) 2006-10-05 2008-04-10 Robert Bosch Gmbh Kraftstoffeinspritzanlage
DE102007004745A1 (de) 2007-01-31 2008-08-14 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Kraftstoffeinspritzsystem für eine Verbrennungskraftmaschine
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ES2320540T3 (es) 2009-05-25
WO2004040117A1 (fr) 2004-05-13
JP2006504040A (ja) 2006-02-02
US20060049284A1 (en) 2006-03-09
EP1558843B1 (fr) 2009-03-04
US7461795B2 (en) 2008-12-09
DE10249840A1 (de) 2004-05-13
DE50311251D1 (de) 2009-04-16

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