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EP2156050B1 - Système d'amplification de pression pour au moins un injecteur de carburant - Google Patents

Système d'amplification de pression pour au moins un injecteur de carburant Download PDF

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Publication number
EP2156050B1
EP2156050B1 EP08749561A EP08749561A EP2156050B1 EP 2156050 B1 EP2156050 B1 EP 2156050B1 EP 08749561 A EP08749561 A EP 08749561A EP 08749561 A EP08749561 A EP 08749561A EP 2156050 B1 EP2156050 B1 EP 2156050B1
Authority
EP
European Patent Office
Prior art keywords
pressure
pressure booster
chamber
booster piston
booster
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.)
Not-in-force
Application number
EP08749561A
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German (de)
English (en)
Other versions
EP2156050A1 (fr
Inventor
Dominik Kuhnke
Dirk Vahle
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 EP2156050A1 publication Critical patent/EP2156050A1/fr
Application granted granted Critical
Publication of EP2156050B1 publication Critical patent/EP2156050B1/fr
Not-in-force legal-status Critical Current
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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
    • F02M63/0265—Pumps feeding common rails
    • F02M63/027—More than one high pressure pump feeding a single common rail
    • 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
    • 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

Definitions

  • the invention relates to a pressure boosting system for at least one fuel injector of an internal combustion engine having a hydraulic pressure booster according to the preamble of claim 1.
  • a fuel injection system with pressure boosting in which a central hydraulic pressure booster is provided for all fuel injectors, is out EP 1125 046 B1 known.
  • the fuel delivered by means of a high-pressure pump is fed to a central pressure accumulator (first common rail).
  • the central pressure booster is connected downstream of the central pressure accumulator in the conveying direction of the fuel and supplies the pressure-intensified fuel to a further pressure accumulator (second common rail), from which several, corresponding to the number of injectors discharge pressure lines to the individual fuel injectors.
  • a pressure booster piston having a first piston portion with a first pressure booster piston part with a larger diameter and a second piston portion with a second pressure booster piston part with a small diameter D 22 .
  • the one pressure booster piston part acts on a high pressure chamber and the other pressure booster piston part acts on a controllable from a switching valve control chamber or differential pressure chamber.
  • the pressure intensifier piston is guided axially movable within a base body.
  • the pressure intensifier piston is assigned to the pressure booster piston part with the larger diameter on the opposite end side of a pressure surface which is exposed to a working space which acts as a hydraulic storage space and which is acted upon by the system pressure of the first common rail.
  • a fuel injection system in which the fuel is conveyed by a high-pressure pump in an accumulator volume.
  • This accumulator volume provides fuel at a first injectable pressure level for a plurality of injectors.
  • the injection system comprises a hydraulic pressure booster with an intensifier piston exposed to fuel in the pressure control chamber on one side. A second end of the smaller effective area piston than the first side is connected to the boost chamber.
  • a piston guide with surrounding annular space is provided in the region of the base body.
  • a disadvantage of the known pressure booster system is the relatively large amount of control for controlling the pressure booster. If a translated injection pressure is required for multiple injections of small injection quantities, the control chamber or differential pressure chamber is required of the booster with each injection to relieve. This results in a large tozusteuemde control amount, which is thus attributable to the amount lost in the injection system. Multiple injections within the scope of a cylinder stroke movement are only possible within a narrow window in terms of time, since with each triggering of the pressure intensifier the differential pressure chamber must again fill up with fuel. In addition, as the injection pressures increase, the amount of leakage increases in proportion to the fourth power across the gap width in the pressure boost piston guide, adversely affecting the hydraulic efficiency of such fuel injection systems.
  • the object of the present invention is to minimize the loss quantities occurring due to leaks at guide gaps, in order to thus increase the efficiency of the pressure boosting of the fuel injection system.
  • the object of the invention is achieved with the characterizing measures of claim 1.
  • the hydraulic pressure intensifier used has a piston guide body formed on the main body for at least one of the pressure intensifier piston parts, which is at least partially surrounded by an annular space, which in turn is part of the hydraulic storage space. The same pressure prevails in the annulus as in the hydraulic storage space. Due to the surrounding annular space, in particular in the state of pressure transmission, the piston guide body receives an externally acting support pressure, as a result of which inner piston guides are opened or expanded less widely. As a result, the guide gaps are reduced and the leakage amount is minimized.
  • a component load induced in the guide body is thereby reduced to the differential pressure between the storage volume and the high-pressure volume, so that the expense with regard to a high-pressure-resistant design and execution of the entire hydraulic booster can be reduced.
  • the pressure booster system according to the invention is also optimized on the part of the space requirement for individual system components. Overall, a significant increase in the overall efficiency of the pressure boosting system is achieved.
  • the first pressure booster piston part with the larger diameter D 21 is provided on the pressure boosting High pressure chamber and the second pressure booster piston part with the smaller diameter D 22 acts on the control chamber, and that the first pressure booster piston part with the larger diameter D 21 adjacent to the hydraulic storage space.
  • the high-pressure chamber is arranged inside the piston guide body.
  • the high-pressure chamber is delimited by a spring-loaded high-pressure sleeve, which is guided axially movably on the pressure intensifier piston and is set against the piston guide body at a sealing point. The diameter of the sealing point is less than or equal to a diameter D 21 of the first pressure booster piston part of the pressure booster piston.
  • the control chamber of the booster is executed within the piston guide body and pressurized by the second pressure booster piston part with the smaller diameter D 22 .
  • control chamber and high-pressure chamber can also be provided vice versa, in which case the second pressure booster piston part with the smaller diameter D 22 acts on the high-pressure chamber provided for pressure boosting and the first pressure booster piston part with the larger diameter D 21 on the control chamber.
  • the high-pressure chamber is formed inside the piston guide body. The control chamber, which is acted upon by the pressure intensifier piston part with the larger diameter D 21 , then adjoins the hydraulic storage space.
  • a filling line is provided in all embodiments, which branches off from the hydraulic storage space and via which the control chamber and / or the high-pressure chamber are refilled after the pressure translation phase.
  • the pressure intensifier is provided centrally for a plurality of fuel injectors and is arranged between a high-pressure pump and a high-pressure accumulator. Due to a modular design of high-pressure pump, pressure booster, high-pressure accumulator and fuel injector, such a central pressure booster can be used on all known installation spaces of internal combustion engines. Due to the arrangement of the central hydraulic pressure booster between the high-pressure pump and high-pressure accumulator (common rail), the central pressure booster per injection cycle one
  • the central pressure intensifier can be designed in its high-pressure delivery to the maximum possible injection quantity of at least one fuel injector.
  • the hydraulic storage space is filled directly from the high-pressure pump via a high-pressure inlet with fuel.
  • the main body, in which the hydraulic storage space is formed may be constructed in one or more parts.
  • the volume of the hydraulic storage space is designed so that the pressure drop is reduced during fuel extraction and the pressure oscillations are damped from the pump delivery to a tolerable for the pressure gain level.
  • At least one bore leads to at least one filling valve.
  • the filling valve is in turn connected via a bore with the hydraulic storage space.
  • From the storage space at least one connecting bore extends to a valve and from there to the control room.
  • From the high-pressure chamber there is at least one hydraulic connection to a high-pressure valve, from where at least one outlet runs to the high-pressure accumulator.
  • the pressure booster piston is acted upon by a return spring, which moves it back into its initial position, so that it rests with one end against a limit stop.
  • the spring force of the return spring is designed such that the high pressure piston of the central pressure booster is brought back to its initial position at the stop limit after the pressure boost at a sufficiently high speed.
  • the pressure in the storage space of the high pressure pump via the inlet further constructed by check valves on the high-pressure flow to the high pressure accumulator from there, the fuel reaches the fuel injectors in a first switching position of a switching valve.
  • the pressure booster is not activated, so that the pumped by the high-pressure pump fuel passes in the bypass operation of the booster to the high-pressure accumulator (common rail).
  • the pressure booster will be activated.
  • the switching valve which is a 3/2-way valve, electrically, hydraulically or pneumatically operated brought into a second switching position. In this second switching position, the control chamber of the pressure booster is connected to the pressure relief via the switching valve with a pressure booster return.
  • FIG. 1 shown fuel injection system shows a modular design of a high-pressure injection system 10, which can be applied, for example, to all installation spaces of internal combustion engines.
  • the high-pressure injection system 10 comprises a fuel tank 12, from which fuel is conveyed via a high-pressure pump 14, which is supplied to a hydraulic pressure booster 16.
  • the hydraulic pressure booster 16 is connected via a pressure booster inlet 44 on the one hand with the already mentioned high-pressure pump 14 and applied on the other hand a high-pressure accumulator 18 (common rail).
  • the high-pressure accumulator 18 are in one of the standing under system pressure fuel to be supplied number of fuel injectors corresponding number of connecting lines to fuel injectors 20, which in the illustration FIG. 1 are indicated only schematically.
  • the central hydraulic pressure booster 16 supplies according to FIG. 1 thus all fuel injectors 20 with pressure-translated fuel.
  • the fuel under high pressure is indicated by the arrows - into the combustion chamber of a self-igniting: internal combustion engine injected.
  • On the return side there is an injector return 22 on the fuel injector 20 into which a pressure booster return 24, which is connected to a switching valve 26, for example a 3/2-way valve, opens.
  • Both the pressure booster return 24 and the injector return 22 provide the low pressure side of the fuel injection system as shown in FIG FIG. 1 in which the discarded amount, be it control amount or leakage amount, is returned to the fuel tank 12.
  • the pressure booster 16 Due to the arrangement of the central pressure booster 16 between the high-pressure pump 14 and the high pressure accumulator 18, the pressure booster 16 per injection cycle of a fuel injector 20 only once with the switching valve 26 to control. As a result, the amount of control or leakage is significantly reduced depending on the number of injections.
  • the high pressure pump 14 has less fuel to deliver and can be made smaller.
  • the pressure booster 16 is designed in its high-pressure delivery to the maximum possible injection quantity of at least one of the fuel injectors 20.
  • the hydraulic pressure booster 16 according to FIG. 2 comprises a base body 30, which may be constructed in one or more parts.
  • a hydraulic storage space 48 is integrated in the main body 30, a hydraulic storage space 48 is integrated.
  • the hydraulic storage chamber 48 is acted upon by the high-pressure pump 14 via the pressure booster inlet 44 with fuel.
  • the storage volume of the hydraulic storage chamber 48 is designed so that the pressure drop is reduced and can be pressure vibrations resulting from the promotion of the high-pressure pump 14, damped to an endurable for the pressure amplification measure.
  • the central pressure amplifier 16 further comprises a pressure booster piston 32.
  • This in turn comprises a first piston portion with a first pressure booster piston part 54, designed in diameter D 21 , and a second piston portion with a second pressure booster piston part 56, designed in diameter D 22nd
  • the pressure amplifier 16 also includes a high-pressure chamber 50 for pressure boosting or pressure transmission and a control chamber 52, the latter being also referred to as the differential pressure chamber.
  • a piston guide body 36 is formed, which is surrounded by an annular space 49.
  • the annular space 49 is part of the hydraulic storage space 48 and extends in the axial direction over the guide length for the pressure booster piston 32 within the base body 30.
  • the pressure that rests in the hydraulic storage chamber 48 and is provided by the high-pressure pump 14, represents a mean pressure compared to the increased pressure in the high-pressure chamber 50 and the prevailing in the control chamber 52 low pressure, which occurs when driving the control chamber 52 sets due to the derivation of the control amount via the pressure booster return 24.
  • the pressure booster piston 32 acts with a first pressure surface on the first pressure booster piston part 54 with the larger diameter D 21 on the high-pressure chamber 50 and a second pressure surface on the second pressure booster piston part 56 with the smaller diameter D 22 on the control chamber 52 a.
  • the pressure booster piston 32 acts with the first pressure surface on the first pressure booster piston part 54 with the larger diameter D 21 on the control chamber 52 and with a second pressure surface on the second pressure booster piston part 56 with the smaller diameter D 22 on the high-pressure chamber 52 a.
  • the pressure booster piston 32 is acted upon by a restoring spring 34, which on the other hand is supported on the piston guide body 36 on the one hand and a collar 33 formed on the pressure booster piston part 56 on the other hand.
  • the pressure booster piston 32, the return spring 34 and the piston guide body 36 are in turn arranged in the storage space 48, that this surrounds the piston guide body 36 in the region of the leadership of the pressure booster piston 32, expediently in the region of the first pressure booster piston part 54 formed with diameter D 21.
  • a high-pressure drain 46 which extends to the high-pressure accumulator 18 (common rail).
  • a high pressure valve 40 which is designed as a check valve and a return flow of fuel prevents the pressure amplifier 16.
  • From the high-pressure chamber 50 of the high-pressure amplifier 16 further extends a line to the switching valve 26, in which a filling valve 38 is received, via which the high-pressure chamber 50 is filled via a filling line 58 starting from the storage space 48 again with fuel.
  • Another line connects a further connection of the switching valve 26 with the control chamber 52. The refilling of the control chamber 52 after the pressure relief on actuation of the switching valve 26 via the further line according to the in FIG. 2 illustrated switching position of the switching valve 26, also via the filling line 58 from the storage space 48 starting.
  • the return spring 34 which is arranged between the guide body 36 and a collar 33 on the pressure booster piston 32, pushes the pressure booster piston 32 in its initial position, so that it rests with a stop limit 42 on the base body 30.
  • the spring force of the return spring 34 is designed so that the pressure booster piston 32 is brought back to the starting position at the stop limit 42 after the pressure boost at a sufficiently high speed.
  • the pressure amplifier 16 is to be controlled.
  • the switching valve 26 is brought electrically, hydraulically or pneumatically in a second switching position.
  • the control chamber 52 is connected to the pressure booster return 24.
  • the filling valve 38 in turn is closed in the direction of the pressure booster return 24. If the pressure in the high-pressure chamber 50 rises above the pressure on the side of the high-pressure drain 46, the compressed fuel is conveyed further into the high-pressure accumulator 18 (common rail) by the high-pressure valve 40.
  • the high-pressure accumulator 18 is thus filled with the increased pressure from the high-pressure chamber 50 from there, the fuel injectors 20 are then acted upon by the increased fuel pressure, so that the injection via the fuel injectors with the overlying the delivery pressure of the high-pressure pump 14 fuel pressure.
  • the pressure in the high-pressure chamber 50 increases until a force equilibrium is again established at the pressure intensifier piston 32.
  • the control chamber 52 Upon deactivation of the switching valve 26, the control chamber 52 is hydraulically connected to the storage space 48 again. Due to this hydraulic connection, the pressure in the control chamber 52 increases and the pressure booster piston 32 terminates the process of pressure transmission according to the pressure transmission ratio i in the high pressure chamber 50. At the same time, the high pressure valve 40 closes due to the upcoming pressure difference. The spring force of the return spring 34 now presses the pressure booster piston 32 with the stop limit 42 to the main body 30 of the pressure booster 16. During this period fuel is sucked from the storage space 48 via the filling valve 38 into the high-pressure chamber 50. If the pressure booster piston 32 has reached the limit stop 42, the switching valve 26 can be actuated for renewed pressure transmission. Before reaching the stop limit 42, although a renewed control is possible, but not meaningful due to the then still indefinite reset position of a first pressure booster piston part 54 and a second pressure booster piston part 56 having pressure booster piston 32.
  • FIG. 3 The figure sequence of Figures 3.1 to 3.4 shows the operating phases of the booster 16 according to FIG. 2 , namely starting position, pressure ratio, refilling and again the starting position.
  • the storage space 48 in the main body 30 is pressurized via the pressure booster inlet 44 with pressurized fuel.
  • the pressure that prevails in the storage space 48 is available via the filling line 58 both in the control chamber 52 and via the filling valve 38 in the high-pressure chamber 50.
  • the in Figur3.1 illustrated initial position of the pressure booster 16 is not activated by the switching valve 26. How out Figure 3.1 it can be seen, the memory space 48 and the control chamber 52 are short-circuited due to the switching position of the switching valve 26.
  • Figure 3.2 shows the self-adjusting activation of the booster 16 during a pressure booster operation.
  • the switching valve 26 is energized and the .Steuerraum 52 with the booster return 24, ie the low-pressure region of the fuel injection system 10utz..Afar the pressure relief of the control chamber 52.
  • the .Steuerraum 52 with the booster return 24, ie the low-pressure region of the fuel injection system 10 makes..Aperfect the pressure relief of the control chamber 52.
  • the stockpiled in the high pressure chamber 50 fuel by further retraction of the pressure booster piston 32, in particular the first pressure booster piston part 54 is compressed.
  • the pressure prevailing in the high-pressure chamber 50 maximum pressure is derived via the high-pressure valve 40 in the high-pressure drain 46 and passes from there to in Figure 3.2 not shown high-pressure accumulator 18 (common rail).
  • An outflow of the fuel from the high pressure chamber 50 is not possible contrary to the effective direction of the filling valve 38. This locks in the direction of medium pressure, which in Figure 3.2 Port geometry shown on the switching
  • Figure 3.3 shows in contrast a refilling phase of the pressure booster, wherein the switching valve 26 again in his in Figure 3.1 shown switching position is switched back.
  • Out Figure 3.3 shows that the storage space 48 is pressurized via the pressure booster inlet 44 continuously with pressurized, according to the pressure level of the high-pressure pump 14 pre-compressed fuel.
  • the fuel stored in the storage space 48 flows via the filling line 58 and via the switching valve 26 both to the control chamber 52 and fills it, as well as the high-pressure chamber via the filling valve 38, so that in this again fuel is filled.
  • the pressure booster piston 32 moves with its first pressure booster piston part 54 and its second pressure booster piston part 56 back to its original position Figure 3.4 back, in which the stopper limit 42 touches the inside of the base body 30.
  • FIG. 4 shows that according to this embodiment, the pressure booster 16 includes the base body 30 in which the piston guide body 36 is formed.
  • the main body 30 of the storage space 48 is formed, which via the pressure booster inlet 44 of the in FIG. 1 shown high pressure pump 14 is acted upon by the highest pressure level stagnant pressure.
  • the pressure booster piston 32 In the storage space 48 is also the pressure booster piston 32, on which the collar 33 is executed, on which the return spring 34 is supported.
  • the return spring 34 On the other hand, is supported on an annular surface, the piston guide body 36 from.
  • the number of leakage points to the low pressure at the pressure booster piston 32 is higher.
  • the time of pressure boosting as in Figure 3.2 shown, are present at the guides two leakage points of high pressure and medium pressure to return pressure level.
  • the pressure booster with reversed control and high pressure chamber 52 and 50 respectively based on the embodiment of Figure 2, a refilling of the control chamber 52 through the storage chamber 48, the filling line 58, the short circuit on the switching valve 26, while refilling the by Reference numeral 50 designated high-pressure chamber through the filling valve 38 from the storage space 48 takes place.
  • the high-pressure outlet is designated by reference numeral 46 and the pressure-valve return associated with the switching valve 26 is designated by reference numeral 24.
  • FIG. 5 shows a further embodiment of the booster 16, wherein the high-pressure chamber 50 is limited by a high-pressure sleeve 60.
  • the high-pressure chamber 50 is limited by the piston guide body 36 is in the in FIG. 5 illustrated embodiment of the booster 16 of the high-pressure chamber 50 bounded by a first pressure booster piston part 54 recorded high-pressure sleeve 60.
  • the high-pressure sleeve 60 is acted upon by a biasing spring 64. This is based as well as the return spring 34 on the collar 33 of the first pressure booster piston part 54 of the pressure booster piston 32 from.
  • the biasing spring 64 By the action of the biasing spring 64 is a biting edge of the high-pressure sleeve 60, forming a sealing point 62, employed against the piston guide body 3.6.
  • the return spring 34 which is supported on the collar 33 of the first pressure booster piston part 54, passes through the entire storage space 48 and is supported on the base body 30.
  • the second pressure booster piston part 56 of the pressure booster piston 32 projects into the piston guide body 36.
  • the high pressure sleeve 60 takes over in addition to the sealing of the high pressure chamber 50 via the sealing point 62, the filling function of the high pressure chamber 50.
  • a constructive advantage of this variant is the fact that the high pressure sleeve 60 is guided by the pressure booster piston 32.
  • the sealing diameter at the sealing point 62 must always be smaller or at most the same size as the piston diameter of the first pressure booster piston part 54, ie D 21 . So that the high-pressure sleeve 60 is always held in a defined starting position, this is acted upon by the biasing spring 64.
  • the design of the spring force for the biasing spring 64 is interpreted as a function of the spring force of the return spring 34 and the remaining annular surface between the sealing point 62 and the piston diameter of the second pressure booster piston part 56 D 22 .
  • the refilling of the control chamber 52 can in this embodiment in principle via the high-pressure chamber 50, the filling line 66 and by using the short circuit switching position of the switching valve 26, as in FIG. 5 shown, done. Due to the lifting movement of the high pressure sleeve 60 when refilling the high pressure chamber 50, this can perform uncontrolled opening and closing movements. Without suitable countermeasures, this would lead to high wear on the sealing point 62 and on the guidance of the pressure booster piston 32, which negatively influenced the function of the embodiment of the pressure booster 16. With a suitable adjustment of seat geometry and pressure level, a clean switching function is ensured.
  • the high-pressure valve 40 is received, which is formed in this embodiment as a check valve.
  • the high pressure sleeve 60 is also used to limit the high pressure chamber 50.
  • This includes an external recess in which a Hubanschlagelement 70 which is fixed to the piston guide body 36 engages, and thus defines the maximum Axialhub 68 of the high-pressure sleeve 60 relative to the piston guide body 36. If the high-pressure sleeve 60 has passed through its maximum permissible stroke 68, the stroke stop element 70 limits further lifting movements.
  • the Hubanschlagelement 70 between the return spring 34 and the piston guide body 36 is arranged. The biasing force of the return spring 34 prevents lifting of the Hubanschlagiatas 70 of the bearing surface on the piston guide body 36, which is part of the base body 30 of this embodiment of the booster 16.
  • a bypass 72 is located on the piston guide body 36 between the storage space 48 and the working space of the high-pressure sleeve 60
  • FIG. 6 illustrated embodiment of the booster 16
  • the connection of the storage chamber 48 extends to the control chamber 52 via the preferably designed as a 3/2-way valve switching valve 26. This closes the low-pressure side pressure booster return 24 in the in FIG.
  • the biasing spring 64 and the return spring 34 are based on the collar 33 of the first booster piston part 54 from.
  • the storage space 48 which acts on the guide body 36 with an externally acting support pressure to keep the leakage amounts low, is analogous to the above-described embodiments of the pressure booster 16 via the pressure booster inlet 44 from the high pressure pump 14 (see illustration FIG. 1 ).

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

Abstract

L'invention concerne un système d'amplification de pression pour au moins un injecteur de carburant d'un système d'injection haute pression d'un moteur à combustion interne, comportant un amplificateur de pression hydraulique (16) commandé par une soupape de commande (26). L'amplificateur de pression hydraulique comporte un piston d'amplificateur hydraulique (32) présentant une première partie de piston (54) ayant un diamètre D21 et une deuxième partie de piston (56) ayant un diamètre D22, le diamètre D21 étant supérieur au diamètre D22. Le piston d'amplificateur hydraulique (32) est disposé avec la première partie de piston (54) de diamètre D21 supérieur dans un espace d'accumulateur hydraulique (48) pressurisé, créé quant à lui dans un corps de base (30). Le corps de base (30) présente un corps de guidage de piston (36) pour au moins une des parties de piston (54, 56). Le corps de guidage de piston (36) est au moins partiellement entouré par un espace annulaire (49) faisant partie de l'espace d'accumulateur hydraulique (48).

Claims (9)

  1. Système amplificateur de pression pour au moins un injecteur de carburant (20) d'un système d'injection haute pression (10) d'un moteur à combustion interne avec un amplificateur de pression hydraulique (16) qui est réalisé avec un piston amplificateur de pression (32) qui présente une première partie de piston amplificateur de pression (54) ayant un diamètre D21 et une deuxième partie de piston amplificateur de pression (56) ayant un diamètre D22, le diamètre D21 étant plus grand que le diamètre D22, l'une des parties de piston amplificateur de pression agissant sur un espace haute pression (50) et l'autre partie de piston amplificateur de pression agissant sur un espace de commande (52) pouvant être commandé par une soupape de commande (26), et le piston amplificateur de pression (32) étant disposé avec la première partie de piston amplificateur de pression (54) ayant le plus grand diamètre D21 à l'intérieur d'un espace accumulateur hydraulique (48) sollicité en pression, qui est réalisé à l'intérieur d'un corps de base (30), le corps de base (30) présentant un corps de guidage de piston (36) pour au moins l'une des parties de piston amplificateur de pression (54, 56), et le corps de guidage de piston (36) étant entouré au moins en partie par un espace annulaire (49) qui fait partie de l'espace accumulateur hydraulique (48), caractérisé en ce que la première partie de piston amplificateur de pression (54) ayant le plus grand diamètre D21 agit sur l'espace haute pression (50) prévu pour l'amplification de la pression et la deuxième partie de piston amplificateur de pression (56) ayant le plus petit diamètre D22 agit sur l'espace de commande (52), et en ce que la première partie de piston amplificateur de pression (54) ayant le plus grand diamètre D21 est adjacente à l'espace accumulateur hydraulique (48).
  2. Système amplificateur de pression selon la revendication 1, caractérisé en ce que l'espace haute pression (50) est disposé à l'intérieur du corps de guidage de piston (36).
  3. Système amplificateur de pression selon la revendication 1, caractérisé en ce que l'espace haute pression (50) est limité par une douille haute pression (60) précontrainte par un ressort, qui est guidée de manière déplaçable axialement sur le piston amplificateur de pression (32) et qui est placée sur un point d'étanchéité (62) sur le corps de guidage de piston (36).
  4. Système amplificateur de pression selon la revendication 3, caractérisé en ce que le diamètre du point d'étanchéité (62) est inférieur ou égal à un diamètre D21 de la première partie de piston amplificateur de pression (54) du piston amplificateur de pression (32).
  5. Système amplificateur de pression selon la revendication 1, 2 ou 3, caractérisé en ce que l'espace de commande (52) de l'amplificateur de pression (16) est réalisé à l'intérieur du corps de guidage de piston (36) et est sollicité en pression par la deuxième partie de piston amplificateur de pression (56) du piston amplificateur de pression (32).
  6. Système amplificateur de pression selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il est prévu une conduite de remplissage (58) qui part de l'espace accumulateur hydraulique (48) et par le biais de laquelle l'espace de commande (52) et/ou l'espace haute pression (50) peuvent être remplis à nouveau après la phase de transfert de pression.
  7. Système amplificateur de pression selon l'une quelconque des revendications précédentes, caractérisé en ce que l'amplificateur de pression (16) est prévu centralement pour plusieurs injecteurs de carburant (20) et est disposé entre une pompe haute pression (14) et un accumulateur haute pression (18).
  8. Système amplificateur de pression selon la revendication 7, caractérisé en ce que l'amplificateur de pression (16) est inactif à des pressions en dessous de la pression de refoulement maximale de la pompe haute pression (14) et la pression de refoulement maximale de la pompe haute pression (14) sollicite l'accumulateur haute pression (18) par le biais du volume accumulateur (48), d'une soupape de remplissage (40) et d'une amenée de haute pression (46).
  9. Système amplificateur de pression selon l'une quelconque des revendications 7 ou 8, caractérisé en ce que l'accumulateur de pression (16) est activé lorsque des carburants sont refoulés au-dessus de la pression de refoulement maximale de la pompe haute pression (14), et son espace de commande (52) est connecté à un retour d'accumulateur de pression (24) pour réaliser la détente de pression par le biais de la soupape de commande (26).
EP08749561A 2007-05-07 2008-04-15 Système d'amplification de pression pour au moins un injecteur de carburant Not-in-force EP2156050B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007021326A DE102007021326A1 (de) 2007-05-07 2007-05-07 Druckverstärkungssystem für mindestens einen Kraftstoffinjektor
PCT/EP2008/054531 WO2008135349A1 (fr) 2007-05-07 2008-04-15 Système d'amplification de pression pour au moins un injecteur de carburant

Publications (2)

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EP2156050A1 EP2156050A1 (fr) 2010-02-24
EP2156050B1 true EP2156050B1 (fr) 2012-08-15

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US (1) US8161947B2 (fr)
EP (1) EP2156050B1 (fr)
JP (1) JP4848047B2 (fr)
CN (1) CN101680412B (fr)
DE (1) DE102007021326A1 (fr)
WO (1) WO2008135349A1 (fr)

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DE102008003347A1 (de) 2008-01-07 2009-07-09 Robert Bosch Gmbh Druckverstärkeranordnung
CA2758246C (fr) * 2011-11-16 2013-02-12 Westport Power Inc. Procede et appareil pour pomper du carburant dans un systeme d'injection de carburant
RU2543926C1 (ru) * 2014-04-28 2015-03-10 Федеральное государственное унитарное предприятие "Центральный ордена Трудового Красного Знамени научно-исследовательский автомобильный и автомоторный институт "НАМИ" Устройство для подачи топлива к форсунке дизельного двигателя
JP6583304B2 (ja) * 2017-02-17 2019-10-02 トヨタ自動車株式会社 内燃機関の制御装置

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US20100212636A1 (en) 2010-08-26
JP4848047B2 (ja) 2011-12-28
CN101680412B (zh) 2012-01-04
CN101680412A (zh) 2010-03-24
JP2010526248A (ja) 2010-07-29
WO2008135349A1 (fr) 2008-11-13
US8161947B2 (en) 2012-04-24
DE102007021326A1 (de) 2008-11-13
EP2156050A1 (fr) 2010-02-24

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