EP0090296B1 - Buse d'injection à aiguille - Google Patents

Buse d'injection à aiguille Download PDF

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Publication number
EP0090296B1
EP0090296B1 EP83102731A EP83102731A EP0090296B1 EP 0090296 B1 EP0090296 B1 EP 0090296B1 EP 83102731 A EP83102731 A EP 83102731A EP 83102731 A EP83102731 A EP 83102731A EP 0090296 B1 EP0090296 B1 EP 0090296B1
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure
piston
needle
needle piston
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
Application number
EP83102731A
Other languages
German (de)
English (en)
Other versions
EP0090296A1 (fr
Inventor
Richard Felix Sharp
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.)
Deere and Co
Original Assignee
Deere and Co
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 Deere and Co filed Critical Deere and Co
Priority to AT83102731T priority Critical patent/ATE21437T1/de
Publication of EP0090296A1 publication Critical patent/EP0090296A1/fr
Application granted granted Critical
Publication of EP0090296B1 publication Critical patent/EP0090296B1/fr
Expired 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift

Definitions

  • the invention relates to a fuel injector with a needle piston arranged in a first cylinder chamber, which is provided with a valve needle for opening and closing an injection opening and which from a valve closing position by the injection pressure under tension of a spring by an amount corresponding to the opening travel into an Valve opening position is displaceable, with a control piston which is arranged displaceably in a second cylinder chamber and which, when the needle piston is in the valve closed position, is in the end position remote from the needle piston, which is supported against the spring and which leads to a fuel channel leading to the first cylinder chamber in the area between the needle piston and the valve opening controls, with the fuel channel being connected to a fuel pressure source in the end position remote from the needle piston, and which, when the valve is in the open position to initiate the valve closing movement, the spring during its adjustment movement in the direction of the Na delkolben spans by a further amount and thereby separates the fuel channel from the fuel pressure source.
  • the needle piston opens twice per work cycle, first for a pilot injection and then for a main injection.
  • GB-A-529 141 also discloses an injector with which two injections are achieved in one cycle.
  • two pistons lying next to each other are provided.
  • a piston is acted upon at one end by the system pressure and at the other end by a spring, the system pressure being used to move the piston downwards and the spring to move the piston upwards. The upward movement of the piston and thus the closing of the outlets by the needle piston occurs very slowly.
  • DE-A-2 704 688 shows an injection nozzle for quick or abrupt termination of the fuel injection process.
  • a needle piston is provided which has at its upper end a piston which is displaceable in a pressure chamber and which is loaded by a spring in the direction of the closed position.
  • the pressure chamber is connected to a pressure storage device, which comes into effect when the pressure in the supply line drops.
  • the piston is additionally acted upon, so that the needle piston is returned to its closed position under the action of the spring and the pressure from the pressure storage device.
  • FR-A-2 336 563 shows two pressure sources and pumps.
  • the object to be achieved with the invention is seen in designing the fuel injector in such a way that the closing pressure is greater than the opening pressure while maintaining a rapid tearing off of the injection process.
  • control piston is acted upon on the side remote from the needle piston by a second pressure source, a control pressure source and on the side near the needle piston by the first, the fuel pressure source, and in that the pressure of the fuel pressure source and the pressure of the control pressure source for introduction and implementation of the valve opening and closing movement are controllable, the second cylinder space being connectable to a collecting container in its section which can be acted upon by the control pressure for pressure relief.
  • the needle piston and the control piston will be in an unloaded state, ie if the engine has not yet been started, in their starting positions, in which the needle piston is in its valve-closed position and the control piston is in its opposite or distant end position from the needle piston .
  • the nozzle and thus the needle piston are acted upon, pressure builds up in the nozzle, which finally lifts the needle piston from its seat and displaces it against the action of the spring, which is thereby compressed.
  • the displacement by the injection pressure lasts until the maximum injection pressure is reached - in this state, the needle piston will assume a kind of floating position - or until the needle piston leads against a stop.
  • the control piston must now be actuated to close the needle piston.
  • the time of the shift is made dependent on various parameters of the internal combustion engine, and the amount of fuel to be injected can be precisely determined depending on the selection of the closing time.
  • the spring - this time from the opposite side - is compressed by a further amount.
  • the opening pressure does not have to be reached immediately, but possibly with a time delay.
  • the spring will move the needle piston back into its valve closing position. Then the control piston can be relieved and the spring pushes it back into its starting position. in the seen as a whole, the spring for closing the needle piston is additionally tensioned, so that ultimately there is a closing pressure which is above the opening pressure.
  • a channel is provided in the control piston, which connects the fuel channel with another channel leading to the fuel pressure source in its end position remote from the needle piston.
  • the channel designed according to the invention as an annular channel in the control piston is gradually interrupted when it is acted upon, so that the connection to the fuel channel guiding the fuel to the needle piston, so that the fuel flow is initially throttled and then completely prevented.
  • the injection pressure remains so high that the needle piston remains in its open position.
  • valve opening position of the needle piston is limited by a retaining ring means that the injection pressure can be relatively high and the needle piston closes with a time delay when the control piston is acted on.
  • the second cylinder chamber is provided with a relief opening which is opened from the side of the control piston remote from the needle piston when or after the connection of the fuel channel to the fuel pressure source is interrupted.
  • a fuel injection nozzle is designated by 10, its nozzle body by 12, and a nozzle tip provided at one end of the nozzle body by 14.
  • the nozzle body 12 can be screwed into a cylinder head of an internal combustion engine, which is not shown for the sake of simplicity, in such a way that its nozzle tip 14 is connected to a combustion chamber.
  • Fuel is injected into this combustion chamber in a fine veil, for which purpose a few injection openings 18 are provided in the nozzle syringe 14.
  • a control pressure source 20 and a fuel pressure source 22 are first provided in the nozzle body 12 of the fuel injection nozzle 10, each of which is connected to a collecting container 24 and 28 and a separate pump 26 and 30.
  • the control and fuel pressure sources 20, 22 can be designed as a liquid supply chamber with variable pressure and correspond to the control and metering chamber, as is already the case with some injection nozzles.
  • the control space serves to control the injection timing and the metering space to determine the injection quantity.
  • a control device 32 is also inserted in the nozzle body 12, which regulates the fuel flow through the fuel injection nozzle 10.
  • first and a second cylinder space 36 and 34 which are axially aligned with one another in the nozzle body such that the first cylinder space 36 comes to lie in the immediate vicinity of the nozzle tip 14.
  • the cylinder spaces thus lie between the pressure sources to which they are connected, as well as to one another, and the nozzle tip, their upper and lower ends being denoted by 38, 40 and 42, 44.
  • the upper end 38 of the cylinder space 34 is connected to the control pressure source 20 via a first channel 46 and its lower end 40 as well as a point 50 which is approximately midway between the upper and lower ends 38 and 40 is connected to the fuel pressure source 22 via a second line 48.
  • a fuel channel 52 connects the second cylinder space 34 approximately in the area of the point 50 to the lower end 44 or end area of the first cylinder space 36.
  • a relief channel or a relief opening 54 in turn connects the second cylinder space 34 to a collecting container 56 in the area of its upper end 38 , which can be connected to the collecting container 24 and / or 28.
  • a relief valve can also be provided in the first channel 46 and the collection containers could also be integrated in the injection nozzle.
  • the control device is also equipped with a first valve, a control piston 58, which is displaceable in the cylinder space 34 and bears against a rod 60.
  • the latter extends into the first cylinder space 36 and is connected there to a transverse part 62, such as a pin.
  • a channel 64 or an annular groove is machined into the control piston, so that two piston pieces are formed, between which a connection of the channel 48 to the fuel channel 52 is created, provided the control piston 58 is in its position in FIG. 1 or 2 shown top position.
  • the control piston 58 is displaceable between its end positions, that is to say between its uppermost position shown in FIGS. 1 and 2 and its lowest position shown in FIG. 4 by pressure differences which are created in the pressure sources 20 and 22.
  • a second valve a needle piston 66 with step pressure surfaces, is provided in the first cylinder space 36 and can be moved between an open and a closed position. In this, fuel can escape through the nozzle tip 14 once or the leakage of fuel is prevented.
  • the upper surface of the needle piston 66 is designated 68, an interface 70 and a conical base 72. The latter sits on a stiz 73 when the needle piston 66 is in its closed position. In this position, the area exposed to the fuel is smaller than the upper surface 68 because the fuel can only affect the intermediate surface 70. However, if the needle piston 66 is in its open or upper position, the fuel can act on the base surface 72 in addition to the intermediate surface 70.
  • the needle piston 66 is displaced between its open and closed positions by the movement of the control piston 58 and the fuel pressure which, as stated, can act on the intermediate surface and additionally on the base surface. This double actuation enables the control device 32 to react to a drop in pressure on the channel 64 at a point in time at which a drop in pressure has not yet been determined in the first cylinder space 36. This has the effect that the needle piston 66 is already pressed into its closed position before it was able to determine a pressure drop in the first cylinder space 36.
  • first cylinder space 36 there is also a spring 74 between the upper surface 68 of the needle piston 66 and the transverse part 62, which serves to push the control piston 58 and the needle piston 66 away from one another.
  • the upward movement of the needle piston is limited by a retaining ring 76, which is also arranged in the first cylinder space.
  • FIG. 2 shows the starting position in which there is no pressure difference in the pressure sources 20 and 22 and the pressure influences the movement of the control device 32.
  • the control piston 58 In this position, the control piston 58 is in its uppermost position and fuel can pass through the channel 64 from the channel 48 into the fuel channel 52 into the needle piston 66, which is then still in its closed position, in which the base surface 72 Seat 73 closes.
  • the spring 74 In this position, the spring 74 is slightly compressed, whereby the control piston 58 and the needle piston 66 are pressed away from each other.
  • the fuel pressure in the two pressure sources 20 and 22 is then increased via the pumps 26 and 30 to a predetermined value, which then acts on the intermediate surface 70 and balances the force of the spring.
  • a pressure difference is then generated in the pressure sources 20 and 22, the pressure in the fuel pressure source 22 being lower, so that the control piston 58 moves downward in the direction of its second position.
  • FIG. 3 from which it can be seen that the channel 64 is no longer aligned with the channels 48 and 52 or with the location 50.
  • the fuel flow between the channels 48 and 52 is initially throttled and later completely prevented.
  • the spring 74 is further compressed during this downward movement, since the transverse part 62 then acts on the spring as a result of the rod 60 resting against the control piston.
  • the spring 74 is compressed until its spring force corresponds to the difference in the pressures which act on the upper side of the control piston 58 and on the intermediate surface 70 and base surface 72 of the needle piston 66. At about such a time, particularly when the pressure continues to rise, the spring 74 acts as a mechanical rod and causes the needle piston 66 to move downward is directly dependent on the downward movement of the control piston. Immediately before the fuel connection via the channel 64 is completely interrupted due to the downward movement of the control piston 58, the force of the spring will correspond to the pressure difference that prevails between the pressure sources 20 and 22. The needle piston 66 will then begin its downward movement again.
  • the pressure at the intermediate surface 70 and the base surface 72 begins to decrease.
  • the pressure drop is based on two factors, namely that a part of the fuel will emerge through the nozzle tip and on the other hand the fuel flow from the fuel pressure source 22 is throttled or completely prevented.
  • the pressure in the fuel source will drop until the needle piston 66 is again in its closed position, in which no more fuel can escape through the nozzle tip. Since in this process the pressure force of the spring 74 is higher than during the upward movement of the needle piston 66 and the pressure below the needle piston 66 constantly decreases, the needle piston 66 will close very quickly.
  • the force required to close the needle piston 66 is greater than the force required to open the needle piston. This feature ensures that the fuel flow through the nozzle tip in the combustion chamber of the internal combustion engine is cut off sharply. The greater force also prevents the needle piston from reopening prematurely, so that an unintentional, two-time injection is prevented.
  • the control piston 58 is located in its lowest position, and the needle piston assumes its closed position or is in its closed position. In this position, all fuel fed through the channel 46 from the control pressure source 20 will flow out through the relief opening 54. The latter serves to prevent damage to the control device 32, which could result from the fact that the control piston 58 could impact against the lower end of the second cylinder space.
  • valve piston 58 will not strike the lower end 40, as an increasingly larger area of the drilling opening of the relief opening 54 in the upper end 38 of the cylinder space is released during the downward movement.
  • channel 64 has already been moved out of the area of the location 50 before the upper surface of the control piston 58 has been moved below the drilling opening of the relief opening 54. This ensures that the fuel flow on channel 64 has already been throttled or stopped before pressure can be released via the relief opening.
  • the time delay also ensures that the needle piston 66 remains in its closed position and thus prevents a second unwanted injection process from taking place.
  • the pressure difference between the pressure sources is reduced or built up again to zero, as a result of which the control piston 58 is moved upwards by the force of the spring 74.
  • the spring 74 relaxes over its initial length, as indicated in FIG. 2, and a further cycle can begin.
  • both the time and the amount of fuel to be injected can be determined.
  • the exact time of the fuel injection through the nozzle tip 14 is determined by the opening time at which the needle piston begins to open.
  • the amount of fuel to be injected is determined by the pressure force of the spring and the pressure difference between the pressure sources 20 and 22 and limited by the completion of the fuel connection between the channels 48 and 52. Since the needle piston 66 begins its downward movement in dependence on the downward movement of the control piston after the Spring 74 compressed to a predetermined value and before a pressure drop at interface 70 has been sensed, the fuel to be injected into a combustion chamber can be controlled much more accurately.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Nozzles (AREA)
  • Percussion Or Vibration Massage (AREA)
  • Jet Pumps And Other Pumps (AREA)

Claims (5)

1.- Buse d'injection de carburant comportant un piston à aiguille ou pointeau (66) placé dans une première chambre de cylindre (ou un premier compartiment cylindrique) (36) comportant une aiguille de pointeau pour ouvrir et fermer un orifice d'injection et pouvant passer sous l'effet de la pression d'injection, avec déformation d'un ressort (74) à un degré correspondant à la course d'ouverture, d'une position de fermeture de pointeau à une position d'ouverture de pointeau, un piston de commande (58) placé de façon à pouvoir coulisser dans une seconde chambre de cylindre ou second compartiment cylindrique (34), qui se trouve, dans la position de fermeture de pointeau du piston à pointeau (66), dans la position terminale éloignée du piston à pointeau (66), qui s'appuie contre le ressort (74), qui commande un canal à carburant (52) aboutissant au premier compartiment cylindrique (36) dans la zone comprise entre le piston à pointeau (66) et l'orifice, ce canal à carburant (52) étant, dans la position terminale éloignée du piston à pointeau indiquée, relié à une source de pression d'alimentation en carburant (22), et qui, dans la position d'ouverture de pointeau, pour déclencher le mouvement de fermeture du pointeau, tend le ressort (74) dans une mesure supplémentaire lors de sa course en direction du piston à pointeau (66) et sépare ainsi le canal à carburant (52) de la source de pression d'alimentation en carburant, caractérisée en ce que le piston de commande (58) est soumis, du côté éloigné du piston à pointeau, à l'action d'une seconde source de pression, une source de pression de commande (20) et, du côté proche du piston à pointeau, à l'action de la première source de pression, la source de pression d'alimentation en carburant, et en ce que la pression de la source de pression d'alimentation en carburant et la pression de la source de pression de commande peuvent être commandées pour déclencher et effectuer le mouvement d'ouverture et de fermeture du pointeau, le second compartiment cylindrique (34) pouvant être relié à un réservoir collecteur (24) dans sa section sur laquelle peut agir la pression de commande aux fins de détente.
2.- Buse d'injection de carburant selon la revendication 1, caractérisée en ce qu'il est prévu dans le piston de commande (58) un canal (64) qui relie le canal à carburant (52) à un autre canal (48) aboutissant à la source de pression d'alimentation en carburant (22), dans sa position terminale éloignée du piston à pointeau (66).
3.- Buse d'injection de carburant selon la revendication 2, caractérisée en ce que le canal (64) est formé dans le piston de commande (58) sous la forme d'un canal annulaire.
4.- Buse d'injection de carburant selon une ou plusieurs des revendications précédentes, caractérisée en ce que la position d'ouverture de pointeau du piston à pointeau (66) est limitée par une bague d'arrêt (76).
5.- Buse d'injection de carburant selon une ou plusieurs des revendications précédentes, caractérisée en ce que le second compartiment cylindrique (34) comporte un orifice de décharge (54) qui est ouvert par la face du piston de commande (58) éloignée du piston à pointeau, lors de l'interruption de la liaison du canal de carburant (52) avec la source de pression d'alimentation en carburant (22) ou après celle-ci.
EP83102731A 1982-03-29 1983-03-19 Buse d'injection à aiguille Expired EP0090296B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT83102731T ATE21437T1 (de) 1982-03-29 1983-03-19 Einspritzduese mit einem nadelkolben.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US06/362,815 US4465231A (en) 1982-03-29 1982-03-29 Control device and method for activating a fuel injector nozzle
US362815 1982-03-29

Publications (2)

Publication Number Publication Date
EP0090296A1 EP0090296A1 (fr) 1983-10-05
EP0090296B1 true EP0090296B1 (fr) 1986-08-13

Family

ID=23427647

Family Applications (1)

Application Number Title Priority Date Filing Date
EP83102731A Expired EP0090296B1 (fr) 1982-03-29 1983-03-19 Buse d'injection à aiguille

Country Status (10)

Country Link
US (1) US4465231A (fr)
EP (1) EP0090296B1 (fr)
JP (1) JPS58185971A (fr)
AT (1) ATE21437T1 (fr)
AU (1) AU551978B2 (fr)
BR (1) BR8301565A (fr)
CA (1) CA1198022A (fr)
DE (1) DE3365234D1 (fr)
ES (1) ES521040A0 (fr)
ZA (1) ZA832191B (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61187567A (ja) * 1985-02-15 1986-08-21 Kawasaki Heavy Ind Ltd ガス噴射弁
US5029759A (en) * 1989-11-17 1991-07-09 Cummins Engine Company, Inc. Curved hole machining method and fuel injector formed thereby
DE4408245A1 (de) * 1994-03-11 1995-09-14 Bosch Gmbh Robert Einspritzdüse für Brennkraftmaschinen
DE29708369U1 (de) * 1997-05-09 1997-07-10 FEV Motorentechnik GmbH & Co. KG, 52078 Aachen Steuerbares Einspritzventil für die Kraftstoffeinspritzung an Brennkraftmaschinen
DE19729844A1 (de) * 1997-07-11 1999-01-14 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung
US6029913A (en) * 1998-09-01 2000-02-29 Cummins Engine Company, Inc. Swirl tip injector nozzle
AT413137B (de) * 1999-09-14 2005-11-15 Hoerbiger Ventilwerke Gmbh Differenzdruckgesteuertes rückschlagventil und gasinjektor
DE10212396A1 (de) * 2002-03-20 2003-10-09 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung mit 3/2-Wege-Ventil

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CA487403A (fr) * 1952-10-21 Edward Walter Nicolls Wilfrid Ajutages d'injection de combustible liquide pour moteurs a combustion interne
FR958772A (fr) * 1950-03-17
NL28656C (fr) *
GB529141A (en) * 1939-05-23 1940-11-14 Bernhard Bischof Fuel injection apparatus for internal combustion engines
DE879936C (de) * 1948-03-08 1953-06-18 Cav Ltd Brennstoffeinspritzduese fuer Verbrennungskraftmaschinen
GB762684A (en) * 1954-01-20 1956-12-05 David William Edgar Kyle Improvements in and relating to liquid fuel injection equipment for internal combustion engines
US2813752A (en) * 1956-11-13 1957-11-19 Studebaker Packard Corp Two stage fuel injection nozzle
DE2558790A1 (de) * 1975-12-24 1977-07-14 Bosch Gmbh Robert Kraftstoffeinspritzduese fuer brennkraftmaschinen
US4167168A (en) * 1976-02-05 1979-09-11 Nippondenso Co., Ltd. Fuel injection apparatus
DE2711390A1 (de) * 1977-03-16 1978-09-21 Bosch Gmbh Robert Kraftstoffeinspritzduese
DE2711902A1 (de) * 1977-03-18 1978-09-21 Bosch Gmbh Robert Kraftstoffeinspritzduese
US4153205A (en) * 1977-10-19 1979-05-08 Allis-Chalmers Corporation Short seat fuel injection nozzle valve
DE2812519C2 (de) * 1978-03-22 1984-05-30 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg Kraftstoffeinspritzdüse mit Nadelhubsteuerung für direkt einspritzende Brennkraftmaschinen

Also Published As

Publication number Publication date
CA1198022A (fr) 1985-12-17
AU1141783A (en) 1983-10-06
ATE21437T1 (de) 1986-08-15
EP0090296A1 (fr) 1983-10-05
DE3365234D1 (en) 1986-09-18
ES8403571A1 (es) 1984-03-16
ZA832191B (en) 1984-11-28
AU551978B2 (en) 1986-05-15
BR8301565A (pt) 1983-12-06
US4465231A (en) 1984-08-14
ES521040A0 (es) 1984-03-16
JPS58185971A (ja) 1983-10-29

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