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EP1651861B1 - Soupape de commande a compensation de pression pour un injecteur de carburant comprenant un multiplicateur de pression - Google Patents

Soupape de commande a compensation de pression pour un injecteur de carburant comprenant un multiplicateur de pression Download PDF

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Publication number
EP1651861B1
EP1651861B1 EP04738705A EP04738705A EP1651861B1 EP 1651861 B1 EP1651861 B1 EP 1651861B1 EP 04738705 A EP04738705 A EP 04738705A EP 04738705 A EP04738705 A EP 04738705A EP 1651861 B1 EP1651861 B1 EP 1651861B1
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EP
European Patent Office
Prior art keywords
pressure
valve
pressure chamber
chamber
valve needle
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
EP04738705A
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German (de)
English (en)
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EP1651861A1 (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
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Robert Bosch GmbH
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Publication date
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Publication of EP1651861A1 publication Critical patent/EP1651861A1/fr
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Publication of EP1651861B1 publication Critical patent/EP1651861B1/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
    • 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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0045—Three-way valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0073—Pressure balanced valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0078—Valve member details, e.g. special shape, hollow or fuel passages in the valve member

Definitions

  • stroke-controlled injection systems with high-pressure reservoir (common rail) are used.
  • high-pressure reservoir common rail
  • the advantage of these injection systems is that the injection pressure in the combustion chamber can be adapted to the load and speed of the internal combustion engine in a wide range.
  • high injection pressure is required.
  • the achievable pressure level of high-pressure fuel pumps is limited for reasons of strength, so that pressure amplifiers in the fuel injectors are used to further increase the pressure in fuel injection systems.
  • the DE 101 23 917 A has the subject of a fuel injection device for internal combustion engines with a fuel injector which can be supplied by a high-pressure fuel source. Between the fuel injector and the high-pressure fuel source is connected to a movable pressure booster piston having pressure-transmitting device.
  • the pressure booster piston separates a connectable to the high-pressure fuel source space from a high-pressure chamber connected to the fuel injector. By filling a rear space of the pressure booster device with fuel or by emptying the rear space of fuel, the fuel pressure in the high-pressure chamber can be varied.
  • the fuel injector has a movable closing piston for opening and closing injection openings.
  • the closing piston protrudes into a closing pressure chamber, so that the closing piston can be acted upon by fuel pressure in order to achieve a force acting on the closing piston in the closing direction.
  • the closing pressure chamber and the rear space are formed by a common closing pressure-back space, wherein all portions of the closing pressure-return space permanently to exchange fuel with each other are connected.
  • a high-pressure chamber is so in communication with the high-pressure fuel source, that in the high-pressure chamber, apart from pressure oscillations, constantly at least the fuel pressure of the high-pressure fuel source may be present, the pressure chamber and the high-pressure chamber by a common injection space are formed. All sections of the injection space are permanently connected to each other for the exchange of fuel.
  • Another fuel injection device with an injection valve member, a pressure booster device and a switching valve designed as a 3/2-way valve for controlling the injection valve member and the pressure booster device is off DE 102 18 635 A1 known.
  • the pressure booster device has a pressure booster piston, which is exposed to a working space, a differential pressure chamber and a high-pressure chamber.
  • the injection valve member is in communication with a closing space.
  • By means of the 3/2-way valve is a pressure relief and pressurization of the differential pressure chamber. To achieve a closing force for the injection valve member of the working space of the pressure booster device and the closing space of the injection valve member are permanently hydraulically coupled together.
  • a switching valve with four connections and three switching positions for controlling a pressure-controlled fuel injector is off DE 100 31574 A1
  • the valve needle of the control valve comprises three control edges, wherein by means of two control edges a nozzle needle of the injection valve member via the connection with a high-pressure connection aufbwz. is taxable.
  • the further control edge belongs to a slide system, which connects the nozzle needle with a leak relief system for pressure relief.
  • DE 102 294 15.1 refers to a device for Nadelhubdämpfung pressure-controlled fuel injectors.
  • a device for injecting fuel into a combustion chamber of an internal combustion engine which comprises a fuel injector which can be acted upon by a high-pressure source with high-pressure fuel.
  • the fuel injector is actuated via a metering valve, wherein an injection valve member is enclosed by a pressure chamber and the injection valve member in the closing direction by a closing force can be acted upon.
  • the injection valve member is associated with a independently movable damping element, which defines a damping chamber and at least one overflow channel for connecting the damping chamber with a further hydraulic space.
  • the control of the fuel injector with a 3/2-way valve which can indeed represent a cost-effective and space-saving injector, but this valve has to control a relatively large amount of return of the push translator.
  • a direct switching designed as a 3/2-way valve switching valve is proposed, which is completely pressure balanced.
  • a sealing seat and a slide seal is formed at the valve needle of the switching valve.
  • a first first pressure chamber and a second pressure chamber formed at the switching valve.
  • an extension may be formed on the valve needle at the end facing the low-pressure space.
  • the sealing seat which is located above the low-pressure chamber, can be designed either as a flat seat or as a conical seat.
  • the actuator which actuates the directly switching switching valve can be designed both as a piezoelectric actuator and as a magnetic actuator.
  • a Nadelhubdämpfung be provided, with which the movement of the injection valve member can be limited in the smallest ways.
  • the inventive designed as a 3/2-way valve switching valve fuel injectors containing a pressure booster can be operated to control the large return quantities.
  • the solution according to the invention over than 3/2-servo valves trained switching valves have the advantage that they are much easier and thus cheaper to manufacture in terms of manufacturing effort, since only a one-piece valve needle is necessary and the hydraulic control room with the tolerance critical chokes and the necessary pilot valve is eliminated.
  • the formation in a one-piece valve housing ensures a lower number of parts and a high manufacturing accuracy between the needle guide and needle seat.
  • the valve housing can be advantageously formed in two parts, in conjunction with a sealing seat designed as a flat seat. In this case, the sealing seat of the flat seat lies in a second body part designed as a sealing plate. Due to the improved accessibility for processing of the sealing seat, slide edges and valve chambers, a much more cost-effective production of the valve can be achieved.
  • the representation according to Fig. 1 is to take a fuel injector with pressure booster, which is controllable via a differential pressure chamber and can be actuated by means of a direct-switching 3/2-way valve.
  • a pressure source 1 which may be, for example, a high-pressure accumulator (common rail) of a fuel injection system, is connected via a high pressure supply line to a pressure booster 3 in connection.
  • the high-pressure feed line 2 opens into a working space 4 of the pressure booster 3.
  • the working space 4 is separated from a pressure-relieving and pressurizable differential pressure chamber 6 via a booster piston 5.
  • An end face of the booster piston 5 acts on a compression chamber 8 of the pressure booster 3.
  • the booster piston 5 of the booster 3 is associated with a return spring 7, which supports the return movement of the booster piston 5 in its rest position. From the working space 4 of the pressure booster 3, an overflow line 9 extends to a switching valve 22nd
  • the differential pressure chamber 6 of the pressure booster 3 is also connected via a control line 10 to the switching valve 22, which can be actuated via an actuator 37.
  • the actuator 37 can, as in Fig. 1 indicated as a solenoid 38 comprehensive solenoid valve be designed or executed as a piezoelectric actuator.
  • a pressure chamber inlet 11 extends to a pressure chamber 12 which is formed in the body of a fuel injector.
  • an injection valve member 13 is received in the body of the fuel injector.
  • the injection valve member 13 has a pressure stage 14 in the region of the pressure chamber 12.
  • the injection valve member 13 is acted upon at its upper end side via a closing spring 15 accommodated in a control chamber in the closing direction.
  • Fuel injection ports 17 flows from the pressure chamber 12 from an annular gap 16, via which upon pressurization of the pressure chamber 12th Fuel injection ports 17 flows.
  • the injection openings 17 open into a combustion chamber 18 of a self-igniting internal combustion engine.
  • the control line 10 leading from the differential pressure chamber 6 to the switching valve 22 opens into a second pressure chamber 29 in the valve housing 35 of the switching valve 22.
  • the switching valve 22 comprises a valve needle 23.
  • the valve needle 23 has a diameter 27 in its guide region within the integrally formed valve housing 35, the a diameter 26 corresponds to a sealing seat 24 on the valve needle 23.
  • the integrally formed valve needle 23 of the switching valve 22 designed as a direct-switching 3/2 way valve is pressure balanced.
  • the one-piece valve needle 23 of the switching valve 22 has a slide seal 25.
  • the opening into the first pressure chamber 28 of the switching valve 22 from the working chamber 4 from overflow 9 can be closed against the second pressure chamber 29.
  • the sealing seat 24 is closed, the second pressure chamber 29 is closed against a low-pressure space 30.
  • From the low pressure chamber 30 branches off a low-pressure side return 32.2, which leads to a in Fig. 1 Not shown fuel supplies leads.
  • the slide seal 25 of the integrally formed valve needle 23 is formed by a housing side formed control edge 33 and a valve needle side formed control edge 34 and is the sealing seat 24 at the low pressure end of the integrally formed valve needle 23 opposite.
  • valve needle 23 is integrally formed and embedded in a likewise integrally formed valve housing 35.
  • the valve needle 23 is acted upon by a closing spring 36 in the closing direction, so that the sealing seat 24 always closes the second pressure chamber 29 to the low-pressure side return 32.2 when the actuator 37 is not actuated.
  • the sealing seat 24 may be formed as a sealing edge or as a sealing surface.
  • the actuator 37 is formed as a magnetic actuator, containing a coil 38.
  • the lower annular surface of the coil 38 of the magnetic actuator opposite, the integrally formed valve needle 23 has a plate 39.
  • the switching valve 22 is due to acting on the valve needle 23 closing spring 36 in a closed position.
  • the integrally formed valve needle 23 is the differential pressure chamber 6 via the open slide seal 25 of the switching valve 22 and the control line 10, the overflow 9 with the working space 4 in connection.
  • the sealing seat 24 is closed to the low-pressure chamber 30, so that the differential pressure chamber 6 is disconnected from the low-pressure side return and the pressure booster 3 is in is in its pressure balanced state and no pressure boost occurs.
  • the differential pressure chamber 6 is depressurized. This is done by a drive, i. an opening of the switching valve 22, which can be done for example by energizing the solenoid 38, so that the plate 39 is pulled at the top of the valve needle 23 in the direction of the coil 38. Due to this, the valve needle 23 moves upward. In this case, a covering of the control edges 33, 34 of the slide seal 25, so that it closes, whereas the sealing seat 24 opens at the low pressure end of the integrally formed valve needle 23. This results in a decoupling of the differential pressure chamber 6 from the working space 4, d. H.
  • the pressure source 1 and the differential pressure chamber 6 is depressurized via the control line 10, which opens into the second pressure chamber 29, the open sealing seat 24 in the low-pressure side return 32.2.
  • the booster piston 5 of the pressure booster 3 moves into the compression space 8, so that under extremely high pressure fuel passes from these via the pressure space supply line 11 into the pressure chamber 12.
  • the building up in the pressure chamber 12 hydraulic force engages the hydraulically active surface of the pressure stage 14 and moves the injection valve member 13 against the action of the closing spring 15 in an open position, so that from the pressure chamber 12 through the annular gap 16 the injection ports 17 incoming fuel into the combustion chamber 18 of the internal combustion engine can be injected.
  • the pressure balance of the switching valve 22 designed as a direct-switching 3/2-way valve is determined by matching diameter 26 in the region of the sealing seat 24 and in the region of the valve needle 23, cf. Needle diameter 27 achieved in the one-piece housing 35. As a result, both the fuel pressure present in the first pressure chamber 28 and the fuel pressure present in the second pressure chamber 29 exert no forces on the integrally formed valve needle 23.
  • this spring can also be housed in another room of the booster 3, or it can be generated by hydraulic means, a restoring force.
  • the sealing seat 24 may, for example, as a flat seat or as in Fig. 1 be indicated as a conical seat.
  • a two-part valve housing In connection with a two-part valve housing significant manufacturing advantages can be achieved in training the sealing seat 24 as a flat seat.
  • the sealing seat 24 designed as a flat seat can lie in a second valve housing part designed as a sealing plate 35.2 ( FIG. 3 ). Due to the improved accessibility for processing of the sealing seat 24 and the slide edges and valve chambers can be achieved when using a two-piece valve housing a more cost-effective production of the valve.
  • the actuator 37 as a solenoid 38
  • a piezoelectric actuator for actuating the one-piece valve needle 23 of the direct-switching 3/2-way valve 22 can be used.
  • the injection valve 13 can be assigned a damping piston, which controls the opening speed of the injection valve member 13 when the pressure amplifier 3 and its compression space are activated 8 in the pressure chamber 12 incoming, under increased pressure fuel dampens.
  • Fig. 2 shows a further embodiment of a direct-switching 3/2-way valve, the valve needle has a low-pressure side extension.
  • a second low-pressure side return 32.2 branches off.
  • Analogous to the representation of the one-piece valve needle 23 according to Fig. 1 includes the valve needle 23 according to the embodiment according to Fig. 2 a slide seal 25, which is formed by a valve needle-side control edge 34 and a valve housing-side control edge 33.
  • the guide diameter 27 of the valve needle 23 and the seat diameter 26 of the sealing seat 24 correspond to each other.
  • FIG. 2 illustrated embodiment can be achieved that occurring in the low pressure chamber 30 pressure forces do not act on the valve needle 23.
  • the operation of the embodiment, which in Fig. 2 is shown, corresponds to the operation of the in Fig. 1 shown fuel injector with pressure booster 3, which is actuated via the direct-switching switching valve 22, the valve needle 23 without the in Fig. 2 illustrated extension 31 is provided in the low-pressure chamber 30.
  • the switching valve 22 is a direct-switching 3/2-way Valve formed, and can be made due to the one-piece valve needle 23, be it with or without extension 31, much simpler and manufacturing technology cheaper and ensure the one-piece design of the valve housing 35 formed as a direct switching 3/2-way valve switching valve 22 a sufficient manufacturing accuracy and thus a tolerable tightness in high-pressure injection systems for direct-injection internal combustion engines.
  • a two-part valve housing 35 can be located in a trained as a flat seat sealing seat 24 in a designed as a sealing plate 35.2 valve housing part.
  • This embodiment opens up the possibility of improved accessibility for processing of the sealing seat 24 of the slide seal 25 and the Venteilschn the valve.
  • the variant of a direct switching 3/2-way valve with a multipart valve body is in FIG. 3 shown.
  • the multi-part valve housing 35 includes a first housing part 35.1, in which the valve needle 23 of the direct-switching switching valve 22 is guided. On the valve needle 23, which is formed in a diameter 27, a magnetic coil 38 opposite plate 39 is formed, which in turn is acted upon by the closing spring 36.
  • the housing-side control edge 33 which cooperates with the valve needle-side control edge 34 is formed.
  • the sealing seat 24 is preferably formed as a flat seat. By the sealing seat 24 of the low pressure space 30 is sealed. This can be formed in a particularly simple manner in manufacturing technology as a blind hole, branches off from a second low-pressure side return 32.2.
  • the control line 10 opens into the second pressure chamber 29, which branches off from the working space 4 of the pressure booster 3 overflow 9 opens into the first pressure chamber 28.
  • the second valve body part 35.2 of the multi-part valve housing 35 may be an independent component, which is formed separately from the injector body of a fuel injector. However, the second valve housing part 35.2 designed as a sealing plate can just as well be formed by the injector housing per se.
  • low-pressure side returns 32.1, 32.2 can be merged and connected to a two returns 32.1, 32.2 common return system.
  • the inventively proposed as a direct-switching 3/2-way valve trained switching valve 22 can be used in pressure booster 3, which are controlled by controlling the pressure in the differential pressure chamber 6.
  • pressure booster 3 which are controlled by controlling the pressure in the differential pressure chamber 6.
  • the higher the pressure prevailing there, the higher injection pressure can be achieved at the opening into the combustion chamber 18 of the internal combustion engine injection openings 17.

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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 injecteur de carburant comprenant un multiplicateur de pression (3) alimenté en carburant sous haute pression par une source de pression (1). Une chambre de travail (4) du multiplicateur de pression (3) est séparée d'une chambre de pression différentielle (6) du multiplicateur de pression (3) par l'intermédiaire d'un piston multiplicateur (5). La décompression et la mise sous pression de la chambre de pression différentielle (6) du multiplicateur de pression (3) se font par l'intermédiaire d'une soupape de commande (22). Cette soupape de commande est reliée avec la chambre de pression différentielle (6) par l'intermédiaire d'une conduite de commande (10). Une chambre de pression (12) se trouvant sur un obturateur de soupape d'injection (13) est reliée avec une chambre de compression (8) du multiplicateur de pression (3) par l'intermédiaire d'une conduite d'amenée de chambre de pression (11). Ladite soupape de commande (22) se présente sous la forme d'une soupape à 3/2 voies à commande directe dont le pointeau de soupape (23, 31) est compensé en pression et comporte en outre un siège étanche (24) ainsi qu'une garniture d'étanchéité de tiroir (25).

Claims (8)

  1. Injecteur de carburant comprenant un multiplicateur de pression (3), qui est alimenté en carburant à haute pression par une source de pression (1) par l'intermédiaire d'une conduite d'amenée haute pression (2), et dont l'espace de travail (4) est séparé d'un espace de pression différentielle (6) par le biais d'un piston multiplicateur (5), la décharge de pression et la sollicitation en pression de l'espace de pression différentielle (6) s'effectuant par le biais d'une soupape de commutation (22) ayant un premier espace de pression (28) et un deuxième espace de pression (29) qui est connectée à l'espace de pression différentielle (6) par le biais d'une conduite de commande (10) et un espace de pression (12) sur l'organe de soupape d'injection (13) étant en liaison par le biais d'une conduite d'amenée de l'espace de pression (11) avec un espace de compression (8) du multiplicateur de pression (3), caractérisé en ce que la soupape de commutation (22) est une soupape à 3/2 voies à commutation directe, dont l'aiguille de soupape (23, 31) est compensée en pression et présente également un siège d'étanchéité (24) et un joint d'étanchéité à tiroir (25), en ce que l'aiguille de soupape (23) présente un diamètre de guidage (27) dans le boîtier de soupape (35) qui correspond essentiellement à un diamètre (26) du siège d'étanchéité (24) de l'aiguille de soupape (23), en ce que le deuxième espace de pression (29) de la soupape de commutation (22) peut être séparé au moyen du siège d'étanchéité (24) d'un espace basse pression (30) et en ce qu'une conduite de transfert (9) connectée à la conduite d'amenée haute pression (2) débouche dans le premier espace de pression (28) de la soupape de commutation (22) et une conduite de commande (10) sollicitant en pression ou déchargeant en pression l'espace de pression différentielle (6) du multiplicateur de pression (3) débouche dans le deuxième espace de pression (29) de la soupape de commutation (22), les espaces de pression (28, 29) pouvant être séparés l'un de l'autre ou connectés l'un à l'autre par le biais du joint d'étanchéité à tiroir (25) en fonction du mouvement de course de l'aiguille de soupape (23).
  2. Injecteur de carburant selon la revendication 1, caractérisé en ce que le premier espace de pression (28) et le deuxième espace de pression (29) peuvent être séparés l'un de l'autre par le joint d'étanchéité à tiroir (25).
  3. Injecteur de carburant selon la revendication 1, caractérisé en ce que la soupape de commutation (22) présente une aiguille de soupape (23) réalisée d'une seule pièce.
  4. Injecteur de carburant selon la revendication 1, caractérisé en ce que l'aiguille de soupape (23) comprend une saillie d'aiguille de soupape (31) qui est entourée par un espace basse pression (30).
  5. Injecteur de carburant selon la revendication 1, caractérisé en ce que le siège d'étanchéité (24) est réalisé sur l'extrémité de l'aiguille de soupape (23) du côté de l'espace basse pression sous forme de siège conique ou de siège plat.
  6. Injecteur de carburant selon la revendication 3, caractérisé en ce que l'aiguille de soupape (23) réalisée d'une seule pièce est reçue dans un boîtier de soupape (35) réalisé d'une seule pièce.
  7. Injecteur de carburant selon la revendication 3, caractérisé en ce que l'aiguille de soupape (23) réalisée d'une seule pièce est guidée dans un boîtier de soupape (35) réalisé en plusieurs parties.
  8. Injecteur de carburant selon la revendication 1, caractérisé en ce que le diamètre de guidage (27) de l'aiguille de soupape (23) correspond au diamètre du joint d'étanchéité à tiroir (25).
EP04738705A 2003-07-30 2004-06-17 Soupape de commande a compensation de pression pour un injecteur de carburant comprenant un multiplicateur de pression Expired - Lifetime EP1651861B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10334771A DE10334771A1 (de) 2003-07-30 2003-07-30 Schaltventil mit Druckausgleich für einen Kraftstoffinjektor mit Druckverstärker
PCT/DE2004/001254 WO2005015000A1 (fr) 2003-07-30 2004-06-17 Soupape de commande a compensation de pression pour un injecteur de carburant comprenant un multiplicateur de pression

Publications (2)

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EP1651861A1 EP1651861A1 (fr) 2006-05-03
EP1651861B1 true EP1651861B1 (fr) 2010-09-01

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EP04738705A Expired - Lifetime EP1651861B1 (fr) 2003-07-30 2004-06-17 Soupape de commande a compensation de pression pour un injecteur de carburant comprenant un multiplicateur de pression

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US (1) US7316361B2 (fr)
EP (1) EP1651861B1 (fr)
JP (1) JP4113223B2 (fr)
DE (2) DE10334771A1 (fr)
WO (1) WO2005015000A1 (fr)

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DE102004061800A1 (de) * 2004-12-22 2006-07-06 Robert Bosch Gmbh Injektor eines Kraftstoffeinspritzsystems einer Brennkraftmaschine
US8100110B2 (en) * 2005-12-22 2012-01-24 Caterpillar Inc. Fuel injector with selectable intensification
JP4415962B2 (ja) * 2006-03-17 2010-02-17 株式会社デンソー インジェクタ
DE102007009167A1 (de) * 2007-02-26 2008-08-28 Robert Bosch Gmbh Mehrwegeventil
DE102007018040A1 (de) 2007-04-13 2008-10-16 Robert Bosch Gmbh Kraftstoffinjektor mit integriertem Druckverstärker
JP4245639B2 (ja) * 2007-04-13 2009-03-25 トヨタ自動車株式会社 内燃機関の燃料噴射弁
JP4734351B2 (ja) * 2008-01-28 2011-07-27 日立オートモティブシステムズ株式会社 燃料噴射弁及び内燃機関
US7980224B2 (en) * 2008-02-05 2011-07-19 Caterpillar Inc. Two wire intensified common rail fuel system
US7832374B2 (en) * 2008-10-21 2010-11-16 Gm Global Technology Operations, Inc. Fuel pressure amplifier
DE102011000872A1 (de) 2011-02-22 2012-08-23 Jochen Mertens Verfahren zur Einspritzung eines Kraftstoffs sowie zugehörige Vorrichtung
KR101349647B1 (ko) * 2012-02-17 2014-01-16 자동차부품연구원 직접분사식 디젤엔진용 인젝터
US8775054B2 (en) 2012-05-04 2014-07-08 GM Global Technology Operations LLC Cold start engine control systems and methods

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DE19951554A1 (de) * 1999-10-26 2001-05-10 Bosch Gmbh Robert Kraftstoffinjektor mit integrierter Durchflussbegrenzung
DE50109811D1 (de) 2000-01-20 2006-06-22 Bosch Gmbh Robert Einspritzeinrichtung und verfahren zum einspritzen von fluid
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DE10031574B4 (de) 2000-06-29 2008-12-04 Robert Bosch Gmbh Druckgesteuerter doppelschaltender Hochdruckinjektor
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JP4125963B2 (ja) 2001-05-17 2008-07-30 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 燃料噴射装置

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Publication number Publication date
WO2005015000A1 (fr) 2005-02-17
EP1651861A1 (fr) 2006-05-03
DE10334771A1 (de) 2005-02-24
US7316361B2 (en) 2008-01-08
JP2006514217A (ja) 2006-04-27
DE502004011616D1 (de) 2010-10-14
JP4113223B2 (ja) 2008-07-09
US20060202139A1 (en) 2006-09-14

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