EP0391366B1 - Appareil d'injection de combustible - Google Patents

Appareil d'injection de combustible Download PDF

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Publication number
EP0391366B1
EP0391366B1 EP90106394A EP90106394A EP0391366B1 EP 0391366 B1 EP0391366 B1 EP 0391366B1 EP 90106394 A EP90106394 A EP 90106394A EP 90106394 A EP90106394 A EP 90106394A EP 0391366 B1 EP0391366 B1 EP 0391366B1
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EP
European Patent Office
Prior art keywords
bore
fuel
valve
control valve
high pressure
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
EP90106394A
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German (de)
English (en)
Other versions
EP0391366A2 (fr
EP0391366A3 (fr
Inventor
Wolfgang Dr.-Ing. Köhler
Reda Rizk
Hans-Gottfried Michels
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.)
Kloeckner Humboldt Deutz AG
Original Assignee
Kloeckner Humboldt Deutz AG
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 Kloeckner Humboldt Deutz AG filed Critical Kloeckner Humboldt Deutz AG
Priority to AT90106394T priority Critical patent/ATE99386T1/de
Publication of EP0391366A2 publication Critical patent/EP0391366A2/fr
Publication of EP0391366A3 publication Critical patent/EP0391366A3/fr
Application granted granted Critical
Publication of EP0391366B1 publication Critical patent/EP0391366B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • 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
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/04—Fuel-injection apparatus having means for avoiding effect of cavitation, e.g. erosion
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
    • F02M2200/304—Fuel-injection apparatus having mechanical parts, the movement of which is damped using hydraulic means

Definitions

  • the invention relates to a fuel injection device for diesel engines according to the preamble of claim 1.
  • Fuel injection pumps of this type can draw in the fuel via a suction hole in the plunger bushing and / or via a suction valve, which is located in the region of the delivery chamber.
  • the fuel is drawn in via a seat valve which is arranged in the region of the high-pressure chamber and can be actuated by means of an electromagnetic adjusting device.
  • the fuel is pumped from the pump plunger into the injection line via a pressure or relief valve.
  • the function of the pressure or relief valve is to lower the pressure in the injection line to a certain level after the injection process has ended and to prevent the injection line from being sucked empty when the fuel is subsequently drawn in. This is intended to achieve both a rapid, spatter-free closing of the injection valve and cavitation-free operation of the injection system.
  • EP-A-0 174 261 describes an injection system for diesel internal combustion engines which is controlled by electromagnetic control valves.
  • the advantage of this solution is that no relief valve is provided and each control valve has only one electromagnet.
  • the position of the electromagnetic control valve in the vicinity of the fuel injection valve is disadvantageous. As a result, when the electromagnetic control valve is opened, the inertia of the fuel column in the injection line partially empties it, which can lead to cavitation.
  • EP-A-0 114 375 describes a fuel injection device for diesel engines with a control by an electromagnetic control valve, each having two actuating magnets.
  • relief valves are provided in this fuel injection device.
  • the invention has for its object to improve fuel injection and thus the combustion in diesel engines.
  • the simple construction of the fuel injector means that the maintenance effort is low and the dimensions and costs are kept small.
  • the elimination of the pressure valve means that the injection element is simplified and less expensive.
  • the overall height and maintenance requirements of the injection device are reduced by eliminating a wearing part.
  • the harmful space is also kept small, since the flow connection between the high-pressure chamber and the injection valve has a practically constant flow cross section despite the electromagnetically operated seat valve installed in this flow connection. This is possible because a high-pressure annulus is also provided as a bypass line with a constant flow cross-section in the area of the electromagnetically actuated seat valve.
  • the harmful space is minimized by cutting the stepped bore and the high-pressure bore at right angles.
  • the high pressure area is acted upon by the admission pressure prevailing in the low pressure chamber during the suction.
  • This so-called stand pressure the level of which is ensured according to the invention by a pressure-maintaining valve in the suction chamber, advantageously ensures the stability of the start of delivery and the delivery rate of the injection pump and reduces the risk of cavitation in the system.
  • the solution according to the invention offers the advantage that the arrangement of the injection elements can be optimally adapted to the respective structural conditions of the engine housing.
  • An advantageous development of the invention prevents the fuel injection pump from running dry when the engine is not running, since according to the invention a tightly closing inlet valve closes off the low-pressure chamber from the fuel inlet.
  • the solution according to the invention offers the advantage that the arrangement of the injection pump elements can be optimally adapted to the respective structural conditions of the engine housing.
  • the injection line is particularly short and thus the harmful space is particularly small, so that the injection pressure can be particularly high.
  • An advantageous embodiment of the invention ensures that separate manufacture and testing and individual replacement of the injection pump element and control valve or electromagnetic actuating device is possible.
  • An advantageous development of the invention reduces the dead space of the fuel injection device.
  • This installation clearance is advantageously bridged by two sealing elements which, in addition to their function as a high-pressure seal, also take over the bearing of the control valve in the stepped bore of the plunger bush.
  • the high-pressure fuel when it is driven off by the control valve body, is returned to the low-pressure chamber through a hole in the plunger sleeve. This avoids expensive external connection lines with their risk of leakage.
  • a further advantageous development of the invention is the arrangement of the elements parallel to the axis of the control valve body, with which the control valve is fastened to the plunger sleeve. This arrangement prevents the bracing and thus jamming of the control valve body in the control valve sleeve.
  • An advantageous design of the pump plunger with a diverter groove ensures that the delivery of the injection pump is interrupted regardless of the serviceability of the control valve before the delivery runs into the tip radius of the injection pump cam.
  • the arrangement of the anchor plate according to the invention in a vented and fuel-filled space with appropriate adjustment of the gap between the attracted anchor and the electromagnetic actuating device to the various design parameters of the control valve, enables a rebound-free closing and thus an exact control of the start of delivery and the delivery rate of the fuel .
  • the inventive design of the outer contour of the injection pump element makes it possible to replace a normal element with the injection pump element with a control valve without any reworking.
  • the position of the high-pressure chamber and the suction or discharge borehole according to the invention enables a minimal harmful space in the high-pressure region, which is comparable to the harmful space of a normal element.
  • the fuel injection device consists of an injection pump element 1 and a control valve 2, the injection pump element 1 also being the carrier of the control valve 2.
  • the injection pump element is composed of a pump plunger 4, a plunger sleeve 5, the control valve 2 consists of a seat valve 3 and an electromagnetic actuator 7.
  • the plunger 4 which is sealingly guided in a plunger sleeve 5, forms a high-pressure chamber 11 together with the plunger sleeve.
  • the high-pressure chamber 11 is connected to the low-pressure chamber 13 via a suction or discharge bore 14.
  • the low-pressure chamber 13 is acted upon by a fuel feed pump, not shown, via an inlet valve 51.
  • the pressure in the low pressure chamber 13 is kept constant by a pressure maintaining valve 52.
  • the plunger 1 is moved axially via a roller tappet 54 by a cam 55 against the force of a compression spring 53.
  • the fuel is conveyed into a high-pressure bore 12 after completion of the suction or discharge bore 14.
  • the seat valve 3 is open, the delivered fuel flows back into the low-pressure chamber 13 via the high-pressure annulus 26, the control valve seat 25, the low-pressure annulus 27 and the return bore 15.
  • the high-pressure delivery is ended by opening the seat valve 3.
  • the connection thus created to the low-pressure chamber 13 relieves the high-pressure region 50, which is under the pressure of the low-pressure chamber 13 until the seat valve 3 is closed again. This prevents the formation of cavities during the downward movement of the pump plunger and ensures constant pressure conditions at the beginning of the next injection, which lead to a stable start of delivery and quantity characteristics.
  • the inlet valve 51 and the pressure holding valve 52 which are designed as particularly tightly closing valves, prevent the low-pressure chamber 13 and the high-pressure region 50 from running dry when the engine is at a standstill, thereby avoiding difficulties when starting the engine.
  • the high-pressure chamber 11 is pulled up to just below a stepped bore 19, which is used to hold the control valve 2. As a result, the harmful volume in the high-pressure chamber 11 is minimized, which proves to be particularly advantageous with high injection pressures.
  • the high-pressure chamber 11 has no end cover, since the injection pump element 1 is designed as a so-called "mono element".
  • the design as a mono element advantageously increases the high-pressure capability of the fuel injection device by minimizing the expansion of the pressure space.
  • a suction or discharge bore 14 which connects the high-pressure chamber 11 to a low-pressure chamber 13, which in turn is connected to the suction chamber of the injection pump housing, not shown.
  • the suction or discharge bore 14 is drilled obliquely from the low pressure chamber 13 in the direction of the high pressure chamber 11 in order to take into account the position of the high pressure chamber 11.
  • the low-pressure chamber 13 is also connected via a return bore 15 to an annular space 16 of a control valve sleeve 17 of the seat valve 3. This avoids an external return line, which means construction costs and leakage risk.
  • the seat valve 3 sits with a clearance fit in the stepped bore 19 of the plunger sleeve 5 and is mounted in two high-pressure sealing elements 20. It is connected by screws, not shown, which are inserted through bores in an end cover 21 and the plunger sleeve 5 and screwed into the control valve sleeve 17, to form a firm bond with the plunger sleeve 5 without the seat valve 3 being tensioned. Due to the installation clearance between the control valve sleeve 17 and the stepped bore 19, tensioning and consequently jamming of the seat valve 3, caused by the tightening of the injection line 48, is also avoided.
  • a particular advantage of this arrangement is that an independent exchange of control valve 2 and injection pump element 1 as well as the electromagnetic actuating device 7 is ensured.
  • This modular structure enables cost-effective production and repair of the fuel injection device.
  • the seat valve 3 has a control valve sleeve 17 and a control valve body 22, which is guided so that it can move axially in the control valve sleeve 17, specifically in a high-pressure guide 23 and a low-pressure guide 24.
  • the control valve body 22 separates a high-pressure annulus 26 from a low-pressure annulus 27 with a control valve seat 25.
  • the high-pressure annulus 26 is via a high-pressure control bore 28 and the high pressure bore 12 connected to the high pressure chamber 11.
  • the low-pressure annular space 27 is connected to the low-pressure space 13 via the control bore 29, the annular space 16 and the return bore 15.
  • the control valve body 22 has a leak oil longitudinal bore 42 and a leak oil transverse bore 43, which create a connection between a leak oil chamber 44 and a spring chamber 34.
  • an anchor plate 30 is fastened, which is moved by the electromagnetic actuating device 7.
  • the anchor plate 30 is fastened by means of a countersunk screw 31 screwed into the control valve body 22, which axially clamps the anchor plate 30 and a stop ring 32 against the control valve body 22.
  • the anchor plate 30 is located in a fuel-filled damping space 33 which is delimited by an intermediate piece 41 and the electromagnetic actuating device 7.
  • the volume of the damping space 33 is dimensioned such that no significant flow resistances occur between the anchor plate 30 and the walls of the intermediate piece 41 during the axial movement of the anchor plate 30.
  • the damping chamber 33 is connected to a spring chamber 34, which is also fuel-filled.
  • a spring 36 In the spring chamber 34 there is a spring 36, the force of which acts on the stop ring 32 in the direction of the stop 35.
  • the stop 35 serves to limit the stroke of the control valve body 22.
  • the damping chamber 33 and the spring chamber 34 are connected to the control bore 29 via a throttle bore 37.
  • a threaded bore 38 is provided, to which a ventilation or fuel return line 39 is connected, which leads to the fuel tank (not shown).
  • a pressure holding valve 40 is arranged, the cut-off pressure of which is lower than the delivery pressure of the fuel delivery pump, not shown.
  • the electromagnetic adjusting device 7 is clamped against the control valve sleeve 17 by screws (not shown), acting parallel to the axis of the control valve body 22, with the intermediate piece 41, without bracing the latter.
  • the entire low-pressure area of the control valve 2 is sealed by O-rings 45.
  • the fuel injector works as follows:
  • the pump plunger 4 is moved from its bottom dead center position in the direction of the control valve 2. After passing through a preliminary stroke, it first closes the suction and discharge bore 14. The plunger 4 then delivers fuel into the high-pressure bore 12 and into the high-pressure control bore 28.
  • the spring 36 When the anchor plate 30 is tightened, the spring 36 is also preloaded. As soon as the electromagnetic adjusting device 7 is de-energized, the spring 36 lifts the control valve body 22 from its seat 25. As a result, the fuel flows back into the low-pressure chambers and the fuel injection is ended.
  • a prerequisite for the precise function of the seat valve 3 and thus for reproducible delivery start and fluctuation-free delivery quantity is a rebound-free placement of the control valve body 22 on the control valve seat 25.
  • This is achieved according to the invention by a finely tuned damping of the movement of the control valve body 22.
  • the displacement flow is between Anchor plate 30 and the electromagnetic actuator 7 used.
  • the armature plate 30 is designed without open, axial bores in order to effect the most effective squeezing flow at the stroke end between the armature plate 30 and the electromagnetic actuating device 7.
  • the amount of damping required depends, among other things, on the moving mass, i. H. from the mass of the control valve body 22 + anchor plate 30 + countersunk screw 31 + stop ring 32 + proportion of the mass of the spring 36. Another factor relevant to damping is the spring stiffness of the control valve seat 25.
  • the damping itself depends, among other things, on the fuel viscosity, the geometry of the anchor plate 30 and the minimum distance 46 between the anchor plate 30 and the electromagnetic actuating device 7 and the pressure in the damping space 33. These influencing factors have to be coordinated. The optimal adjustment is achieved when the control valve body 22 is placed on the control valve seat 25 without kickback and the damping-related slowdown in the movement of the control valve body 22 is minimized.
  • the supply of the damping chamber 33 with damping liquid, for. B. damping oil can be done via a separate damping oil circuit.
  • fuel is taken from the low-pressure area, specifically from the control bore 29 of the seat valve 3, specifically via the throttle bore 37. The latter prevents the pressure surges in the control bore 29 from reaching the damping chamber 33.
  • damping space 33 For proper functioning of the damping, it is important that there is no air in the damping space 33, since this affects the viscosity and compressibility of the damping medium. It is also important that the damping fluid is renewed continuously as it warms up and ages.
  • the venting of the damping space 33 is accomplished via the threaded bore 38, which is provided in such a way that it is in the installed position of the control valve 2 in the region of the highest point of the damping space 33.
  • the vent or fuel return line 39 is connected to the threaded bore 38, through which the fuel does not return to the pressure holding valve 40 shown fuel tank flows.
  • the pressure holding valve 40 ensures a certain liquid pressure in the damping chamber 33, which is lower than the maximum delivery pressure of the low-pressure pump, not shown, and lower than the pressure in the low-pressure chambers of the fuel injector. This ensures a flow through the damping chamber 33 and thus renewal of the damping medium fuel and cooling of the control valve 2.
  • the pressure control valve 40 has the effect that the damping chamber 33 cannot run empty when the engine is at a standstill, which leads to undamped lifting movement and thus to bouncing of the control valve 3. Among other things, this would result in an incorrect start of delivery when the engine is restarted.
  • the leak oil from the leak oil chamber 44 is guided via the leak oil longitudinal bore 42 and the leak oil cross bore 43 in the control valve body 22 to the spring chamber 34 and thus into the damping oil circuit.
  • This solution according to the invention saves a separate leakage oil return line.
  • control groove 8 of the pump plunger 4 ensures that the fuel is directed into the suction or control bore 14 at the end of the delivery stroke.
  • the fuel injection is ended in any case before the delivery into the tip area of the injection pump cam arrives and overloaded it.
  • the pump plunger 4 of the injection pump element 1 is considerably easier to manufacture than that of the normal element 1a, since the rotating device and the precise control edges are eliminated.
  • the fuel injection device allows an exact determination of the start of delivery and metering of the fuel injection quantity by the rebound-free placement of the control valve body 22 on the control valve seat 25.
  • it is easy to manufacture and service since the main components of injection pump element 1, control valve 2 and electromagnetic actuating device 7 are to be manufactured, checked and exchanged individually and independently of one another are.

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

Claims (11)

  1. Appareil d'injection de carburant pour moteur à combustion interne de type Diesel, avec au moins un piston plongeur de pompe (4), qui est guidé de façon étanche dans une fourrure de piston plongeur (5) et constitue en même temps que la fourrure de piston plongeur (5) une chambre haute pression (11), qui peut être reliée pour commander la durée de l'injection et le débit de l'injection au moyen d'un élément de commande à une chambre basse pression (13), la chambre haute pression (11) se trouvant en liaison d'écoulement avec une soupape d'injection (49) via un alésage haute pression (12) prévu dans la fourrure de piston plongeur (5) ou une pièce d'adaptation et une canalisation d'injection (48) s'y raccordant, une liaison d'écoulement ouverte en permanence existant entre la chambre haute pression (11) et la soupape d'injection (49), liaison qui présente une section d'écoulement constante ou à peu près constante et l'élément de commande étant constitué comme une soupape à siège (3) pouvant être actionnée de façon électromagnétique, soupape à siège qui contrôle un alésage de retour (15) de la chambre haute pression (11) à la chambre basse pression (13) et qui présente un corps de soupape de commande (22), qui peut être déplacé axialement dans une fourrure de soupape de commande (17) par un dispositif de réglage électromagnétique (7) en liaison avec un ressort (36) sur l'une des extrémités duquel est fixée une palette (30), appareil d'injection de carburant caractérisé en ce qu'une chambre annulaire basse pression (27) disposée dans la fourrure de la soupape de commande (17) est en liaison avec la chambre basse pression (13) via l'alésage de retour (15), en ce que l'on dispose dans la fourrure de piston plongeur (5) ou dans une pièce d'adaptation avec un faible intervalle au-dessus de la chambre haute pression (11) un alésage à gradins (19) pour recevoir la soupape à siège (3), en ce que la palette (30) est disposée dans une chambre d'amortissement remplie de carburant (33), en ce qu'entre la chambre d'amortissement (33) et les chambres de basse pression, il est prévu un alésage d'étranglement (37) et en ce que dans la zone de l'emplacement le plus élevé de la chambre d'amortissement (33) dans la position de montage du dispositif d'injection de carburant, on raccorde une canalisation de mise à l'atmosphère ou une canalisation de retour du carburant (38).
  2. Dispositif d'injection de carburant selon la revendication 1, caractérisé en ce que l'alésage à gradins (19) et l'alésage haute pression (12) se recoupent.
  3. Dispositif d'injection de carburant selon la revendication 1 ou 2, caractérisé en ce que l'angle d'intersection entre l'alésage à gradins (19) et l'alésage haute pression (12) est de 90°.
  4. Dispositif d'injection de carburant selon l'une des revendications précédentes, caractérisé en ce que l'on dispose dans la canalisation de mise à l'atmosphère ou de retour du carburant (39) une soupape de maintien de la pression (40) dont la pression d'ouverture est plus petite que la pression dans les chambres basse pression de l'élément de pompe d'injection (1).
  5. Dispositif d'injection selon l'une des revendications précédentes, caractérisé en ce que la soupape à siège (3) est disposée entre la chambre haute pression (11) et la canalisation d'injection (48).
  6. Dispositif d'injection selon l'une des revendications précédentes, caractérisé en ce que la soupape à siège (3) passe à travers l'alésage haute pression (12) et l'alésage haute pression (12) est constitué dans la zone du passage comme une chambre annulaire haute pression (26) entourant la soupape à siège (3).
  7. Dispositif d'injection selon l'une des revendications précédentes, caractérisé en ce que la chambre basse pression (13) présente une soupape d'arrivée (51) fermant de façon étanche vers l'extérieur et une soupape de maintien de la pression (52) fermant de façon étanche, s'ouvrant vers l'extérieur.
  8. Dispositif d'injection de carburant selon l'une des revendications précédentes, caractérisé en ce que la soupape à siège (3) est disposée dans l'alésage à gradins (19) avec un siège coulissant.
  9. Dispositif d'injection de carburant selon l'une des revendications précédentes, caractérisé en ce qu'entre la fourrure de soupape de commande (17) et l'alésage à gradins (19) sont disposés des deux côtés d'un alésage de commande haute pression (28) des éléments d'étanchéité (20).
  10. Dispositif d'injection de carburant selon l'une des revendications précédentes, caractérisé en ce que pour fixer la soupape à siège (3), des éléments de fixation avec une force de fixation agissant parallèlement à l'axe du corps de soupape de commande (22) sont disposés sur la fourrure du piston plongeur (5).
  11. Dispositif d'injection de carburant selon l'une des revendications précédentes, caractérisé en ce que la palette (30) est constituée de façon massive et en ce que pour une masse donnée des pièces en mouvement de la soupape à siège (3), une force donnée du ressort (36), une géométrie donnée de la palette (30) et une viscosité donnée du carburant dans la zone des températures de fonctionnement on détermine la force du dispositif de réglage électromagnétique (7) et l'intervalle entre la palette (30) et le dispositif de réglage électromagnétique (7) en position affichée de telle façon que le corps de soupape de commande (22) repose sur un siège de soupape de commande (25) sans rebondir.
EP90106394A 1989-04-04 1990-04-04 Appareil d'injection de combustible Expired - Lifetime EP0391366B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT90106394T ATE99386T1 (de) 1989-04-04 1990-04-04 Brennstoffeinspritzvorrichtung.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3910793 1989-04-04
DE3910793A DE3910793C2 (de) 1989-04-04 1989-04-04 Brennstoffeinspritzvorrichtung

Publications (3)

Publication Number Publication Date
EP0391366A2 EP0391366A2 (fr) 1990-10-10
EP0391366A3 EP0391366A3 (fr) 1991-01-09
EP0391366B1 true EP0391366B1 (fr) 1993-12-29

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP90106394A Expired - Lifetime EP0391366B1 (fr) 1989-04-04 1990-04-04 Appareil d'injection de combustible

Country Status (4)

Country Link
US (1) US5125807A (fr)
EP (1) EP0391366B1 (fr)
AT (1) ATE99386T1 (fr)
DE (2) DE3910793C2 (fr)

Families Citing this family (36)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4038443A1 (de) * 1990-12-01 1992-06-04 Kloeckner Humboldt Deutz Ag Kraftstoffeinspritzvorrichtung
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DE3910793C2 (de) 1996-05-23
ATE99386T1 (de) 1994-01-15
DE59003995D1 (de) 1994-02-10
EP0391366A2 (fr) 1990-10-10
DE3910793A1 (de) 1990-10-11
EP0391366A3 (fr) 1991-01-09
US5125807A (en) 1992-06-30

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