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EP1125046B1 - System d'injection de carburant pour un moteur à combustion interne avec un multiplicateur de pression - Google Patents

System d'injection de carburant pour un moteur à combustion interne avec un multiplicateur de pression Download PDF

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Publication number
EP1125046B1
EP1125046B1 EP00958196A EP00958196A EP1125046B1 EP 1125046 B1 EP1125046 B1 EP 1125046B1 EP 00958196 A EP00958196 A EP 00958196A EP 00958196 A EP00958196 A EP 00958196A EP 1125046 B1 EP1125046 B1 EP 1125046B1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
injection system
unit
fuel injection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP00958196A
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German (de)
English (en)
Other versions
EP1125046A1 (fr
Inventor
Bernd Mahr
Martin Kropp
Hans-Christoph Magel
Wolfgang Otterbach
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
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Filing date
Publication date
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Publication of EP1125046A1 publication Critical patent/EP1125046A1/fr
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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
    • 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
    • F02M63/0275—Arrangement of common rails
    • F02M63/0285—Arrangement of common rails having more than one common rail
    • F02M63/029—Arrangement of common rails having more than one common rail per cylinder bank, e.g. storing different fuels or fuels at different pressure levels per cylinder bank
    • 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
    • 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
    • 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
    • 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
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated valves

Definitions

  • the invention is based on a fuel injection system for an internal combustion engine according to the preamble of the claim 1.
  • Such an injection system is, for example, by EP 0 711 914 A1 has become known.
  • a valve body for example a nozzle needle
  • a closing force for example a closing force
  • the pressure at which fuel emerges from the nozzle chamber into the cylinder is referred to as the injection pressure
  • a system pressure is understood to mean the pressure under which fuel is available or is stored in the injection system.
  • a stroke-controlled fuel injection system is understood in the context of the invention that the opening and closing of the injection opening of an injector take place with the aid of a displaceable valve member due to the hydraulic interaction of the fuel pressures in a nozzle chamber and in a control chamber. Furthermore, in the following an arrangement is referred to as central if it is intended for all cylinders together and as local if it is intended for only a single cylinder.
  • Fuel injection system is using a high pressure pump Fuel to a first high fuel pressure compressed by about 1200 bar and in a first pressure accumulator saved. Furthermore, it is under high pressure standing fuel also in a second pressure accumulator promoted in which by regulating its fuel supply a second high fuel pressure by means of a 2/2-way valve of approximately 400 bar is maintained.
  • a Valve control unit is either the lower or higher Fuel pressure passed into the injector nozzle area. There is a spring-loaded valve body due to the pressure lifted off its valve seat so that fuel can emerge from the nozzle opening.
  • a disadvantage of this known fuel injection system is that initially all of the fuel only on the higher Pressure level must be compressed to then one Part of the fuel back to the lower pressure level relieve.
  • the high pressure pump since it is from the Camshaft of the engine is driven, continuously in operation even if the desired pressure in the respective Pressure accumulator is already set up. This permanent High pressure generation and the subsequent relief on the low pressure level stand a better efficiency opposite.
  • EP 0691471 shows an injection system with a pressure translation unit between the fuel pump and the injector.
  • the injection system according to the invention shows improvement of the efficiency the characteristic features of the Claim 1 on.
  • a higher pressure level by means of a central pressure translation unit to create.
  • the pressure translation unit is independent of the camshaft, if necessary selectively controllable, so that the high pressure can be better regulated is. Because the pressure translation unit is not permanent is in operation, the Friction losses.
  • first embodiment of a pressure-controlled Kraftstofeinspritzsystems 1 is a volume-controlled fuel pump 2 fuel 3 from a storage tank 4 via a feed line 5 in a first central pressure accumulator 6 (common rail), from which a plurality of the number of individual cylinders corresponding pressure lines 7 to the individual pressure-controlled injectors 9 (injection device) projecting into the combustion chamber 8 of the internal combustion engine to be supplied.
  • a first (lower) fuel pressure (for example approx. 300 bar) is generated and stored in the first pressure accumulator 6 (common rail).
  • This fuel pressure can be used for pre-injection and, if necessary, for post-injection (HC enrichment for exhaust gas aftertreatment) as well as for displaying an injection course with a plateau (boat injection).
  • Downstream of the first pressure accumulator 6 is a central pressure translation unit 10 , by means of which fuel from the first pressure accumulator 6 is compressed to a second, higher fuel pressure for a main injection.
  • the higher fuel pressure is stored in a second pressure accumulator 11 (common rail), from which a plurality of pressure lines 12 corresponding to the number of cylinders also lead to the individual injectors 9.
  • a fuel pressure of approximately 300 bar to 1800 bar can be stored in this pressure accumulator 11.
  • the pressure booster unit 10 comprises a valve unit 13 for pressure booster control, a pressure booster 14 with a pressure medium 14 ' in the form of a displaceable piston element, and two check valves 15 and 16 .
  • the pressure medium 14 ' can be connected at one end with the aid of the valve unit 13 to the first pressure accumulator 6, so that it is pressurized at one end by the fuel in a primary chamber 17 .
  • a differential space 18 is relieved of pressure by means of a leakage line 19 , so that the pressure medium 14 'can be displaced in the compression direction in order to reduce the volume of a pressure chamber 20 .
  • the fuel located in the pressure chamber 20 is compressed to a second higher fuel pressure in accordance with the area ratio of the primary chamber 17 and the pressure chamber 20 and supplied to the second pressure accumulator 11.
  • the check valve 15 prevents the backflow of compressed fuel from the second pressure accumulator 11. If the primary chamber 17 is connected to a leakage line 21 with the aid of the valve unit 13, the pressure medium 14 ′ is reset and the pressure chamber 20 is refilled, via the check valve 16 is connected to the pressure line 7. Due to the pressure conditions in the primary chamber 17 and in the pressure chamber 20, the check valve 16 opens, so that the pressure chamber 20 is under the first fuel pressure (rail pressure of the first pressure accumulator 6) and the pressure medium 14 'is hydraulically returned to its starting position. To improve the resetting behavior, one or more springs can be arranged in rooms 17, 18 and 20. In the exemplary embodiment shown, the valve unit 13 is only shown as an example as a 3/2-way valve.
  • a fuel metering with either the lower or the higher fuel pressure is carried out separately for each cylinder or injector 9, in each case via a local valve arrangement 22 , which in the exemplary embodiment shown is a 3/2-way valve 23 for the lower fuel pressure and a 2 / 2-way valve 24 is formed for the higher fuel pressure.
  • the prevailing pressure is then passed via a pressure line 25 into a nozzle chamber 26 of the injector 9.
  • the injection is pressure-controlled with the aid of a piston-shaped valve member 27 (nozzle needle) which is axially displaceable in a guide bore and whose conical valve sealing surface 28 interacts with a valve seat surface on the injector housing 29 and thus closes the injection openings 30 provided there.
  • a pressure surface of the valve member 27 pointing in the opening direction of the valve member 27 is exposed to the pressure prevailing there, the nozzle chamber 26 continuing through an annular gap between the valve member 27 and the guide bore up to the valve sealing surface 28 of the injector 9. Due to the pressure prevailing in the nozzle chamber 26, the valve member 27 sealing the injection openings 29 is opened against the action of a closing force (closing spring 31 ), the spring chamber 32 being relieved of pressure by means of a leakage line 33 . The injection with the lower fuel pressure takes place when the 2/2-way valve 24 is not energized by energizing the 3/2-way valve 23.
  • the local valve arrangement 22 can be arranged inside the injector housing 29 (FIG. 1a) or, as shown in FIG. 1b, outside the injector housing, for example in the region of the pressure accumulators 6, 11.
  • a smaller size of the injector housing and an increased injection pressure can be achieved by utilizing wave reflections in the now longer pressure line 25.
  • FIG. 2 shows another local valve arrangement 22a , which can either be arranged inside the injector housing (FIG. 2a) or outside the injector housing (FIG. 2b).
  • This local valve arrangement 22a comprises a 2/2-way valve 35 as a switching element for the higher fuel pressure, a check valve 36 in the pressure line 7 and a 3/2-way valve 37 in the pressure line 25 for switching the respective pressure Injection with the lower fuel pressure takes place when the 2/2-way valve 35 is deenergized by energizing the 3/2-way valve 37.
  • the check valve 36 prevents unwanted return into the pressure line 7.
  • the 3/2-way valve 37 is switched back to leakage 34.
  • the fuel from the second pressure accumulator 11, controlled by a central valve unit 38 (for example a 3/2-way valve), is distributed centrally to the individual pressure-controlled injectors via a distributor device 39 .
  • the injection with the lower fuel pressure takes place when the valve unit 38 is de-energized by energizing the 3/2-way valve 37 which alone forms the local valve arrangement 22b .
  • the injection with the higher fuel pressure takes place when the valve unit 37 is de-energized and the central valve unit 38 is energized via the distributor device 39.
  • the central valve unit 38 is switched back to leakage 40 and the distributor device 39 and the injector are thus relieved.
  • the local valve unit 22b can either be part of the injector housing (FIG. 3a) or be arranged outside the injector housing (FIG. 3b).
  • FIG. 4 shows that, unlike in FIG. 3, the lower fuel pressure can also be metered centrally by means of the distributor device 39.
  • the fuel metering with either the lower or the higher fuel pressure takes place here by means of a centrally arranged valve arrangement 41, which switches through either the pressure line 42 leading away from the first pressure accumulator 6 or the pressure line 43 leading away from the second pressure accumulator 11 to the central distributor device 39.
  • the central valve arrangement 41 is constructed analogously to the local valve arrangement 22a (FIG. 2).
  • the injection in the fuel injection system 50 shown in FIG. 5 is stroke-controlled by means of stroke-controlled injectors 51, only one of which is shown in more detail.
  • stroke-controlled injectors 51 Starting from the pressure-controlled injector 9 of FIG. 1 engages with a stroke-controlled injector 51 on the valve member 27 is coaxial with the valve spring 31, a pressure piece 52, the end face 53 remote from its valve sealing surface 28 delimits a control space 54.
  • the control chamber 54 From the pressure line 25, the control chamber 54 has a fuel inlet with a first throttle 55 and a fuel outlet to a pressure relief line 56 with a second throttle 57 , which can be controlled for leakage 59 by a 2/2-way valve 58 .
  • the pressure piece 52 is pressurized in the closing direction by the pressure in the control chamber 54.
  • Fuel under the first or second fuel pressure constantly fills the nozzle chamber 26 and the control chamber 54.
  • the pressure in the control chamber 54 can be reduced, so that the opening direction is subsequently increased the valve member 27 pressure force in the nozzle chamber 26 exceeds the pressure force acting on the valve member 27 in the closing direction.
  • the valve sealing surface 28 lifts off the valve seat surface and fuel is injected.
  • the pressure relief process of the control chamber 54 and thus the stroke control of the valve member 27 can be influenced by the dimensioning of the two throttles 55 and 57.
  • the end of the injection is initiated by renewed actuation (closing) of the 2/2-way valve 58, which decouples the control chamber 54 from the leakage line 59 again, so that a pressure builds up again in the control chamber 54, which presses the pressure piece 52 in the closing direction can move.
  • the switching of the fuel to either the lower or the higher fuel pressure takes place locally for each injector 51 by means of a valve arrangement 60, which is formed from a 2/2-way valve 24 and a check valve 62 preventing an undesired return into the pressure line 7.
  • the valve arrangement can either be arranged inside the injector housing 61 (FIG. 5a) or outside (FIG. 5b).
  • the 2/2-way valve 58 is used for metering the fuel for both pressures.
  • FIG. 6 shows that, unlike in FIG. 5, the higher fuel pressure, as in FIG. 3a, can also be metered centrally via the distributor device 39.
  • the central valve unit 38 When the central valve unit 38 is not energized, the nozzle chamber 26 and control chamber 54 are filled with fuel from the first pressure accumulator 6, so that the fuel is injected at the lower fuel pressure.
  • the central valve unit 38 When the central valve unit 38 is energized, only the nozzle chamber 26 is connected to the second pressure accumulator 11 because of the check valve 63 , so that the fuel injection takes place with the higher fuel pressure.
  • the 2/2-way valve 58 is opened for injection with the lower fuel pressure.
  • the fuel is metered in under high pressure, the opening being stroke-controlled at the lower fuel pressure and pressure-controlled at the higher fuel pressure.
  • FIG. 7 shows a pressure-controlled injection system 70, in which, unlike in FIG. 2, the fuel stored in the first pressure accumulator 6 is not discharged for an injection.
  • the fuel from the second pressure accumulator 11 is supplied via the pressure line 12 to each individual injector 9 as a higher fuel pressure, which can be reduced to the lower fuel pressure by means of a local control unit 71 if required.
  • the control unit 71 comprises a 3/2-way valve 72 in order to either switch through the higher fuel pressure or to control it dissipatively by means of a throttle 73 and a pressure limiting valve 75 set to the lower fuel pressure and connected to a leakage line 74 .
  • the respective pressure present is then passed on to the injector 9 via the 3/2-way valve 37, as in FIG. 2, a check valve 76 preventing the higher fuel pressure from flowing out via the check valve 75.
  • FIG. 8 shows an injection system 80 corresponding to FIG. 7, but stroke-controlled , in which the fuel from the second pressure accumulator 11 can be reduced to the lower fuel pressure via the local control unit 71. The injection takes place via the stroke-controlled injectors 51.
  • the fuel pressure stored in the second pressure accumulator 11 is used as the lower fuel pressure. If necessary, a higher fuel pressure can then be generated from this by means of a local pressure booster 91 , which is arranged in a bypass line 92 of the pressure line 12.
  • the local pressure booster 91 which is constructed analogously to the central pressure booster 14, can be switched on by means of a valve unit 93 (3/2-way valve) in the bypass line 92.
  • the pressure chamber 94 of the local pressure booster 91 is filled with fuel from the second pressure accumulator 11, a check valve 95 preventing the return of compressed fuel back into the second pressure accumulator 11.
  • the pressure booster 91, the valve unit 93 and the check valve 95 form the local pressure booster unit 96 , which is located within the injector housing in the exemplary embodiment shown.
  • the fuel is metered with the prevailing fuel pressure via the 3/2-way valve 37 by means of pressure-controlled injectors 9.
  • the pressure chamber 20 of the central pressure transmission unit 10 can be supplied with fuel from the first pressure accumulator 6 instead of as in FIG. 9a can also be filled with fuel 3 ' , which a quantity-controlled fuel pump 2' conveys from a further storage tank 4 ' into the pressure chamber 20 via a delivery line 5' . Since the high pressure side and the low pressure side of the central pressure translation unit are hydraulically decoupled from one another, different operating materials, for example oil for the low pressure side and fuel for the high pressure side, can also be used for both sides.
  • the injection system 100 of FIG. 10 with its local pressure translation unit 96 corresponds to the injection system 90 (FIG. 9), but with stroke-controlled injectors 51.
  • the central pressure translation unit 10 is filled either with the fuel from the first pressure accumulator 6 (FIG. 10a) or with the fuel 3 'from the further storage tank 4' (Fig. 10b).
  • the stroke-controlled injection system 110 of FIG. 11 corresponds to the injection system 80 (FIG. 8), but with a differently designed local control unit 111.
  • Its pressure line 112 can either be connected directly to the second pressure accumulator 11 or by means of a 3/2-way valve 113 a leakage line 115 containing a pressure relief valve 114 can be connected.
  • the connection to the second pressure accumulator 11 is used for the main injection and the simultaneous filling of an accumulator space 116. During this connection, fuel under higher fuel pressure can fill the control space 54 and the nozzle space 26.
  • the pressure line 112 is continuously connected to the leakage line 115 during the pre-injection and post-injection.
  • the pressure relief valve 114 opens above a pressure of, for example, 300 bar, so that the fuel flowing out of the accumulator space 116 is reduced to this lower fuel pressure.
  • the start and end of the main injection and the pre-injection and post-injection can be controlled by means of the 2/2-way valve 58.
  • the central distributor device 39 distributes the higher fuel pressure generated by the central pressure translation unit 10 to the individual injectors 9.
  • the local fuel control unit 71 already described above can then either use the higher fuel pressure for an injection switched through or reduced to a lower fuel pressure in a dissipative manner.
  • a check valve arrangement 122 is provided for each injector 9, which allows the fuel in the direction of the injector 9 through a first check valve 123 and the return flow of fuel from the injector 9 by means of a throttle 124 and a second check valve 125 to relieve the distributor device 39 and allows for pressure reduction.
  • either the higher fuel pressure can be switched through or a lower fuel pressure can be generated via a throttle 127 via a 2/2-way valve 126 , a check valve 128 preventing a backflow via the throttle 127.
  • the parts 126, 127 and 128 form the local pressure limiting or throttling unit, designated overall by 129 .
  • the central pressure transmission unit 10 ′ is designed here without a check valve 15.
  • the pressure-controlled injection system 130 of FIG. 13 manages completely without local control, since the central pressure translation unit 131 with its pressure converter 132 is used not only to generate the higher fuel pressure, but also to throttle the lower fuel pressure.
  • the pressure chamber 20 is connected to a leakage line 134 via a pressure relief valve 133 set to the lower fuel pressure, whereby the injection pressure is initially limited to the lower fuel pressure, for example 300 bar.
  • the connection between pressure chamber 20 and pressure limiting valve 133 is closed by the pressure medium 14 ' (pressure booster piston) after only a slight movement. This means that the higher fuel pressure is available for the subsequent injection process.
  • Suitable non-return valves are to be arranged for refilling the pressure chamber 20, with a spring force acting on the pressure medium 14 ′ promoting the filling.
  • the pressure chamber 20 is connected to the primary chamber 17 via a check valve 135 arranged in the pressure medium 14 ′. While in Fig. 13a the injection quantity that is injected with the lower fuel pressure is predetermined, this injection quantity, i.e. the pressure level of the pre-injection and the course of the main injection (boat injection), can be performed by a central control unit 136 (2/2-way -Valve) can be controlled before the pressure relief valve 133 (Fig. 13b). In another variant (FIG.
  • the pressure chamber 20 can also be connected directly to the pressure accumulator 6 via the line 137 , so that its fuel is passed on to the pressure-controlled injectors 9 for injection at the lower fuel pressure. This allows the leakage quantities to be reduced.
  • the pressure accumulator 6 of FIG. 13a is omitted and the pressure is built up by energizing a 2/2-way valve 138 .
  • the high pressure pump 5 can generate a fuel pressure of approximately 300 to approximately 1000 bar and can be, for example, a cam pump. High-pressure pump 5 and 2/2-way valve 138 form the pressure unit 139 .
  • the injection - as in FIG. 13b - can also be controlled by the control unit 136.
  • the pressure-controlled injection system 140 shown in FIG. 14 which otherwise corresponds to the injection system of FIG. 13c, comprises in its pressure translation unit 141 a piezoelectric valve unit 142, the valve cross section of which is controlled by means of a piezo actuator (actuator, actuator), or a fast-switching solenoid valve.
  • the piezo actuators which have a necessary temperature compensation and possibly a required force or displacement ratio, are used to control the cross-section and thus to shape the injection process.
  • a completely independent pre-injection becomes possible both in terms of time and in the injection quantity and in the injection pressure.
  • the main injection can be flexibly adapted to any required injection process and additionally enables split injection or post-injection, which can be added almost anywhere close to the main injection.
  • the pressure-controlled injection system 150 of FIG. 15 which is based on the injection system of FIG. 12, uses the pressure unit 139 to generate a pressure of approximately 200 bar to approximately 1000 bar as the operating medium for the central pressure translation unit 151, which is operated solely by the pressure converter 132 ( 13a) is formed.
  • the lowering to the lower fuel pressure takes place in FIG. 15a by means of the local control unit 71 having a pressure relief valve (FIG. 7) and in FIG. 15b by means of the local pressure control or throttle unit 129 (FIG. 12b).
  • the pressure-controlled injection system 160 of FIG. 16 differs from that of FIG. 13d in that the central pressure booster 132 can be bypassed by a parallel bypass line 161 and activated by means of a valve unit 162 (FIG. 16a) or 162a (FIG. 16b) or can be deactivated.
  • the valve unit 162 is designed upstream of the pressure booster 132 and as a 3/2-way valve
  • the valve unit 162 a is downstream of the pressure booster 132 and as a 2/2-way valve which is decoupled via a check valve 163 is.
  • the parts 132, 161, 162 and 132, 162a, 163 form the central pressure transmission unit 164 and 164a.
  • either the lower fuel pressure stored in the central pressure accumulator 6 or the higher fuel pressure generated via the central pressure translation unit 10 ′ is distributed centrally to the individual injectors 9.
  • the injection of the respective fuel pressure is controlled via the central valve unit 171 (3/2-way valve), the function of which corresponds to that of the valve unit 37 (FIG. 2a).
  • the valve units shown in the figures can each of electromagnets for opening or closing or Toggle.
  • the electromagnets are from controlled by a control unit that has various operating parameters (Engine speed, .9) of the internal combustion engine to be supplied can monitor and process.
  • Piezo actuators can also be used for solenoid-controlled valve units (Actuator, actuator) can be used, the one necessary temperature compensation and possibly a necessary one Have power or path translation.
  • a fuel injection system (1) for an internal combustion engine where the by means of a high pressure pump (5) fuel delivered with at least two different high fuel pressures via injectors (9) in the Combustion chamber (8) of the internal combustion engine are injected can, is between the high pressure pump (5) and the injectors (9) at least one central pressure translation unit (10) for all injectors (9).
  • the pressure translation unit can be controlled if necessary, which means the fuel under the higher pressure better quantity is adjustable and so are the losses reduced by friction.

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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)

Claims (13)

  1. Système d'injection de carburant (1 ; 50 ; 70 ; 80 ; 90 ; 100 ; 110 ; 120 ; 130 ; 140 ; 150 ; 160 ; 170) pour un moteur à combustion inteme, dans lequel le carburant fourni au moyen d'une pompe haute pression (5) peut être injecté dans la chambre de combustion (8) du moteur à combustion interne avec au moins deux pressions de carburant de différente valeur par l'intermédiaire d'injecteurs (9 ; 51), avec au moins une unité d'amplification de pression (10; 10' ; 131 ; 141 ; 164 ; 164a) présente entre la pompe haute pression (5) et les injecteurs (9 ; 51),
    caractérisé en ce que
    l'unité d'amplification de pression est prévue de façon centrale pour tous les injecteurs.
  2. Système d'injection de carburant selon la revendication 1,
    caractérisé en ce que
    chaque unité d'amplification de pression centrale (10; 10'; 131 ; 141 ; 164 ; 164a) est associée à au moins un clapet anti-retour (15 ; 16 ; 135; 163), qui permet un nouveau remplissage de l'unité d'amplification de pression (10 ; 10' ; 131 ; 141 ; 164 ; 164a) et/ou qui génère une pression de carburant plus élevée à partir d'une pression de carburant plus faible.
  3. Système d'injection de carburant selon la revendication 1 ou 2,
    caractérisé en ce que
    l'unité d'amplification de pression centrale (10; 10'; 131 ; 141 ; 164; 164a) est disposée après une unité de distribution (39), qui distribue le carburant dans les injecteurs individuels (9 ; 51).
  4. Système d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    l'unité d'amplification de pression centrale (10 ; 10' ; 131 ; 141) est disposée avant un accumulateur de pression (6).
  5. Système d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    l'unité d'amplification de pression centrale (10) est disposée après un accumulateur de pression (11).
  6. Système d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    chaque injecteur (9 ; 51) est associé à un bloc de soupapes central (22 ; 22a ; 22b) ou à un bloc de soupapes local (41 ; 72 ; 93 ; 113 ; 126), qui permet de commuter entre les deux pressions de carburant.
  7. Système d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    chaque injecteur (9 ; 51) est associé à au moins une unité d'amplification de pression locale (96) permettant de générer la pression de carburant plus élevée à partir de la pression de carburant plus faible.
  8. Système d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    l'unité d'amplification de pression centrale (164a) et/ou l'unité de multiplication de pression locale (96) présente un amplificateur de pression (132; 91) pouvant être mis en marche et arrêté, qui est disposé parallèlement à une conduite de dérivation (161 ; 92).
  9. Système d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    pour la génération de la pression de carburant plus faible à partir de la pression de carburant plus élevée, il est prévu une unité de désactivation centrale (136) et/ou une unité de désactivation locale (71 ; 111).
  10. Système d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    pour la génération de la pression de carburant plus faible, la section transversale d'un bloc de soupapes (142) peut être commandée.
  11. Système d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    les injecteurs (9) sont configurés pour une commande de la pression.
  12. Système d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    les injecteurs (51) sont configurés pour une commande de la course.
  13. Système d'injection de carburant selon l'une des revendications précédentes,
    caractérisé en ce que
    le côté haute pression et le côté basse pression de l'unité d'amplification de pression centrale (10) sont découplés hydrauliquement l'un de l'autre.
EP00958196A 1999-08-20 2000-08-02 System d'injection de carburant pour un moteur à combustion interne avec un multiplicateur de pression Expired - Lifetime EP1125046B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19939422 1999-08-20
DE19939422A DE19939422A1 (de) 1999-08-20 1999-08-20 Kraftstoffeinspritzsystem für eine Brennkraftmaschine
PCT/DE2000/002551 WO2001014711A1 (fr) 1999-08-20 2000-08-02 Systeme d'injection de carburant pour un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1125046A1 EP1125046A1 (fr) 2001-08-22
EP1125046B1 true EP1125046B1 (fr) 2004-11-03

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP00958196A Expired - Lifetime EP1125046B1 (fr) 1999-08-20 2000-08-02 System d'injection de carburant pour un moteur à combustion interne avec un multiplicateur de pression

Country Status (5)

Country Link
US (1) US6619263B1 (fr)
EP (1) EP1125046B1 (fr)
JP (1) JP2003507637A (fr)
DE (2) DE19939422A1 (fr)
WO (1) WO2001014711A1 (fr)

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DE102007014455A1 (de) 2007-03-21 2008-09-25 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Kraftstoffeinspritzsystem für eine Brennkraftmaschine
DE102007021326A1 (de) 2007-05-07 2008-11-13 Robert Bosch Gmbh Druckverstärkungssystem für mindestens einen Kraftstoffinjektor
DE102007021327A1 (de) 2007-05-07 2008-11-13 Robert Bosch Gmbh Kraftstoffeinspritzsystem mit Druckverstärkung
DE102007022857A1 (de) 2007-05-15 2008-11-20 Robert Bosch Gmbh Druckverstärker mit integriertem Druckspeicher

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DE102007014455A1 (de) 2007-03-21 2008-09-25 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Kraftstoffeinspritzsystem für eine Brennkraftmaschine
DE102007021326A1 (de) 2007-05-07 2008-11-13 Robert Bosch Gmbh Druckverstärkungssystem für mindestens einen Kraftstoffinjektor
WO2008135349A1 (fr) 2007-05-07 2008-11-13 Robert Bosch Gmbh Système d'amplification de pression pour au moins un injecteur de carburant
DE102007021327A1 (de) 2007-05-07 2008-11-13 Robert Bosch Gmbh Kraftstoffeinspritzsystem mit Druckverstärkung
DE102007022857A1 (de) 2007-05-15 2008-11-20 Robert Bosch Gmbh Druckverstärker mit integriertem Druckspeicher
US8281767B2 (en) 2007-05-15 2012-10-09 Robert Bosch Gmbh Pressure booster with integrated pressure reservoir

Also Published As

Publication number Publication date
DE50008497D1 (de) 2004-12-09
DE19939422A1 (de) 2001-03-01
JP2003507637A (ja) 2003-02-25
US6619263B1 (en) 2003-09-16
WO2001014711A1 (fr) 2001-03-01
EP1125046A1 (fr) 2001-08-22

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