EP0939857A1 - Soupape d'injection de carburant - Google Patents

Soupape d'injection de carburant

Info

Publication number
EP0939857A1
EP0939857A1 EP98925392A EP98925392A EP0939857A1 EP 0939857 A1 EP0939857 A1 EP 0939857A1 EP 98925392 A EP98925392 A EP 98925392A EP 98925392 A EP98925392 A EP 98925392A EP 0939857 A1 EP0939857 A1 EP 0939857A1
Authority
EP
European Patent Office
Prior art keywords
valve
pressure
fuel injection
control
chamber
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.)
Granted
Application number
EP98925392A
Other languages
German (de)
English (en)
Other versions
EP0939857B1 (fr
Inventor
Rudolf Heinz
Friedrich Boecking
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 EP0939857A1 publication Critical patent/EP0939857A1/fr
Application granted granted Critical
Publication of EP0939857B1 publication Critical patent/EP0939857B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02M63/0012—Valves
    • F02M63/0059—Arrangements of valve actuators
    • F02M63/0061—Single actuator acting on two or more valve bodies
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M63/0026—Valves characterised by the valve actuating means electrical, e.g. using solenoid using piezoelectric or magnetostrictive actuators
    • 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
    • F02M2200/50—Arrangements of springs for valves used in fuel injectors or fuel injection pumps
    • F02M2200/502—Springs biasing the valve member to the open position
    • 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
    • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
    • F02M2200/701—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger mechanical

Definitions

  • the invention is based on a fuel injection valve according to the preamble of claim 1.
  • a fuel injection valve known from GB-PS 1 320 057
  • only the relief of the control chamber is controlled by the control valve.
  • the pressure chamber is constantly connected to the high-pressure fuel accumulator.
  • the fuel injection valve according to the invention with the characterizing features of claim 1 has the advantage that a safety valve is provided which is controlled synchronously with the control of the pressure in the control chamber and synchronously with the desired injection such that a connection between the high-pressure fuel reservoir and the pressure chamber only at times the actual injection is made. If the control room is activated out, due to a non-functioning control valve or if a fault occurs in the fuel injection valve member itself, the duration of the supply of high-pressure fuel can be limited in this way, the safety valve not having to be controlled with the accuracy as the control valve for controlling the pressure in Control room and the opening of the safety valve can also extend over the common period of pre-injection and main injection.
  • control valve can be designed according to claims 2 and 3 either as a 3/2-way valve or as a 2/2-way valve.
  • control valve and the safety valve are actuated together by a single actuator.
  • the securedsventil can be controlled electrically according to claim 4 or operated according to claim 5 together with the control valve, which reduces the construction of control elements.
  • a separate control according to claim 4 gives the possibility to control both valves separately in the switching rhythm.
  • a hydraulic distributor rail with transmission ratio can also be selected, which greatly reduces the construction effort according to claim 8, particularly since the mechanical bridge is very large.
  • the hydraulic boom can be arranged between the actuator and the valve members of the control valve and safety valve.
  • the valve springs of these two valves can both be opened when the actuating element is actuated and, alternatively, can be made closed with this actuation.
  • a very advantageous embodiment is that the safety valve is controlled depending on the pressure in the control room. This enables cost savings when operating the two valves, the control valve and the safety valve.
  • valve member controls two valve seats with its valve body, a short-term relief of the control chamber occurs during passage of the valve body from one valve seat to the other, which results in a very short injection.
  • the safety valve can be designed as a 3/2-way valve and, in its one position, establish the connection between the high-pressure fuel reservoir and the control chamber, which means the fuel valve member closes when the control chamber is relieved of pressure by the control valve and at the same time the connection between high-pressure fuel reservoir and the pressure chamber of the fuel injection valve. In its other position, this last-mentioned connection is established and the connection to the control chamber is interrupted, which causes the fuel injection valve member to open quickly with appropriate control by the control valve.
  • a piezo actuation arrangement according to FIG. Claim 21 provided.
  • Such an actuation arrangement in particular enables very fast switching sequences to be achieved combined with a highly precise metering of the fuel injection quantity and fuel injection time.
  • This injection is used for the pre-injection before a subsequent main injection and is a known measure for reducing the combustion noise in internal combustion engines.
  • FIG. 1 shows a first exemplary embodiment on the basis of a schematically illustrated fuel injection valve
  • FIG. 2 shows a detailed representation of the control of the control valve and safety valve according to FIG. 1,
  • FIG. 3 shows a second exemplary embodiment of the actuation and actuation of the valves according to FIG. 1
  • FIG. 4 shows a third exemplary embodiment of the actuation and design of the control valve and safety valve in a modification of FIG. 1
  • FIG. 5 shows a fourth exemplary embodiment of the actuation of the valve members of the safety valve and control valve
  • FIG. 6 shows a fifth exemplary embodiment of an actuation of the control valve and safety valve of the embodiment according to FIG. 5 in a modified form
  • FIG. 7 shows a sixth exemplary embodiment of the invention in a modified form of the design of the safety valve and its control
  • 8 shows an alternative embodiment of the valve member of the control valve in a modification to the embodiment according to FIG. 7
  • FIG. 8 shows a further modification of the embodiment of the valve member of the control valve from FIG. 7,
  • FIG. 9 shows a modified embodiment of the valve member of the
  • FIG. 1 shows a fuel injection valve 1 in a simplified representation, which has an injection valve housing 2 with a bore 3 in which an injection valve member 5 is guided. At one end, this has a conical sealing surface 6, which cooperates with a conical valve seat 7 at the end of the bore. Fuel injection openings 8 are arranged downstream of the valve seat 7 and are separated from a pressure chamber 9 when the sealing surface 6 is placed on the valve seat 7. The pressure chamber 9 extends over an annular space 10 around the smaller-diameter part 13 of the injection valve member which adjoins the sealing surface 6 upstream and toward the valve seat 7.
  • the pressure chamber 9 can be connected via a pressure line 12 to a high-pressure fuel source in the form of a high-pressure fuel reservoir 14, which is supplied, for example, by a high-pressure pump 4, which delivers a variable delivery rate, from a reservoir 11 with fuel which is brought to injection pressure.
  • a high-pressure pump 4 which delivers a variable delivery rate, from a reservoir 11 with fuel which is brought to injection pressure.
  • the part 13 of the injection valve member with a smaller diameter merges with a pressure shoulder 16 facing the valve seat 7 into a part 18 of the injection valve member with a larger diameter. This is tightly guided in the bore 3 and continues on the side facing away from the pressure shoulder 16 in a connecting part 19 up to a piston-shaped end 20 of the injection valve member.
  • this has a spring plate 22, between which and the housing 1 of the fuel injection valve, a compression spring 21 is clamped, which acts on the fuel injection valve member in the closed position.
  • the piston-like end 20 delimits, with an end face 24, the area of which is greater than that of the pressure shoulder 16, in the housing 2 of the fuel injection valve a control chamber 25 which is in permanent communication with the high-pressure fuel accumulator 14 via a first throttle 26 and via a second one in a discharge channel 28 arranged throttle 27 is connected to a relief chamber 29.
  • the passage of the drain channel 28 is controlled by a control valve 31 with which the drain channel is either opened or closed.
  • connection of the pressure chamber 9 to the high-pressure fuel accumulator 14 is controlled by a safety valve 32, the valve member 33 as well as the valve member 34 of the control valve 31 are moved into an open or closed position by a common actuating device 36.
  • the actuating device 36 is controlled by an electrical control unit 37 in accordance with operating parameters.
  • control of the control valve 31 and the safety valve 32 serves to control the injection quantity and injection time of fuel into the combustion chambers of an associated one
  • the control chamber 25 can be relieved of the load chamber 29 so that, decoupled by the first throttle 26 from the high-pressure fuel accumulator, a pressure of lower level is established in the control chamber 25.
  • the safety valve is also opened, so that the connection between the high-pressure fuel accumulator 14 and the pressure chamber 9 is established. Due to the now different pressures that act on the fuel injection valve member, the force resulting from the load on the pressure shoulder 16 predominates in the opening direction. The fuel injection valve member is subsequently opened and fuel injection can take place through the injection openings 8. This continues until the control valve 31 closes again and the relief of the control chamber 28 is prevented.
  • the high pressure prevailing in the high-pressure fuel accumulator 14 can build up again spontaneously in the control chamber 25 via fuel supply via the first throttle 26, so that the balance of forces at the fuel injection valve element in
  • Closing direction is larger and the fuel injection valve member is brought into the closing direction.
  • the safety valve 32 ensures that, in addition to controlling the fuel injection valve member 5, and delivery control of the fuel inflow in the high-pressure fuel accumulator 14 to the pressure chamber 9 is controlled. This takes place synchronously with the control of the control valve 31. However, it is not necessary for the safety valve to be controlled with the accuracy that is required for the control valve 31. This solution provides security against the failure of such a fuel injection valve. If there is a malfunction of the control valve 31 or if the function of the fuel injection valve element is impaired, the fuel quantity supplied to the fuel injection valve can be limited with the aid of the safety valve, so that even in the event of a failure of the above-mentioned elements, the fuel quantity supplied to the internal combustion engine is not too high , which would otherwise lead to the engine spinning and being destroyed.
  • both valves, the control valve 31 and the safety valve 32 are designed as seat valves operated in the same sense, so that when the valve members 33 and 34 are moved down in Figure 1, fuel injection is prevented while when in the opposite direction be moved, fuel injection takes place.
  • the activation or actuation of the valve members 33 and 34 by the actuating device 36 is not shown in more detail in FIG. 1.
  • the actuating device for the valve members can either have individual actuating members or have an actuating member common to both valve members. Such an embodiment is shown in FIG. 2, for example.
  • FIG. 2 particularly advantageously, a piezo actuation arrangement 39 which acts on an actuating piston 40 and can transmit a very high force to it in a very short time span.
  • the actuating piston limits tig a hydraulic space 42, which in turn coaxial to the Betä . t Trentskolben a transmitter piston 43 adjacent with its end face.
  • the actuating piston, hydraulic chamber 42 and transmission piston 43 together form a hydraulic translator, since the force diameters can be set by means of the different diameters of the two pistons 40 and 43 via the hydraulic chamber 42.
  • the transmission piston 43 acts on a mechanical bridge 45 which adjusts the valve members 33 and 34 together.
  • This arrangement can be realized in the arrangement of the control valve and safety valve arrangement shown in FIG.
  • force ie when the piezo actuation arrangement 39 is excited, the valve members 33 and 34 are thus held in the closed position, so that the fuel injection pauses are determined by the duration of the excitation of the piezo actuation arrangement.
  • FIG. 3 A modified version of FIG. 2 is shown in FIG. 3. The mechanical bridge has been omitted here.
  • a hydraulic translator is implemented here, which consists of a hydraulic space 42 ′ which is delimited on one side by a movable wall realized by the end face of the actuating piston 40 and on the other side by movable walls which pass through the end face 46 of the valve member 34 of the control valve 31 and formed by the end face 47 of the valve member 33 of the safety valve 32 is limited.
  • the said movable walls can of course also act indirectly on the links 40, 33 and 43 mentioned.
  • the actuating piston 40 is in turn moved by the piezo actuating arrangement 39.
  • Figure 4 shows a modification of the embodiment of the valve members of the control valve 31 and the safety valve 32.
  • the valve members 33 and 34 instead of as in Figure 1, in which the valve members 33 and 34 each had a conical sealing surface, which cooperated with a corresponding conical valve seat, and with the actuating force exerted by the actuating arrangement 39 have been brought into the closed position, the valve members 33 'and 34' in the embodiment according to FIG. 4 are simultaneously moved into the open position when the transfer piston 43 is actuated.
  • the actuating piston 40 is again provided, which acts on the transmission piston 43 via the hydraulic space 42, which in turn adjusts the mechanical bridge 45 on which the valve members 33 'and 34' under the influence of not shown here Springs F are in contact.
  • the spring F ⁇ moves the valve member 33 'with a sealing surface 52 attached to a closing body 51 to bear against a safety valve seat 50.
  • the valve member 34' is also moved by a spring F 2 with a sealing surface 54 at a closing body 55 held in contact with a control valve seat 56.
  • the closing body 51 of the valve member 33 ' is located at the end of a plunger 57 which is guided in a guide bore 58 and whose end opposite the closing body 51 is brought into contact with the mechanical bridge 45 under spring force.
  • the tappet 57 Adjacent to the sealing surface 52, the tappet 57 has an annular groove 59 which, in the closed position of the valve member 33 'shown in FIG.
  • valve body 51 delimits an annular space which communicates with the high-pressure fuel reservoir via a part 12a of the pressure line 12 opening into the guide bore 58 with the high-pressure fuel reservoir 14 connected is.
  • the valve body 51 can be moved back and forth in a valve chamber 60, from which the pressure line 12 leads to the pressure chamber 9. In the position shown in FIG. 4 when the piezo actuation arrangement is not energized, the connection between the high-pressure fuel accumulator 14 and the pressure chamber 9 is therefore prevented. Regardless of this, the high-pressure fuel accumulator 14 is connected to the control chamber 25 via another line in an embodiment as shown in FIG. 1.
  • the valve member 34 'of the control valve is configured in the same way as the valve member 33'.
  • valve body 55 is adjustable in a valve chamber 62 and attached to the end of a tappet 63 guided in a guide bore 48. Between the sealing surface 54 and the adjacent part of the tappet 63 and the guide bore 48, an annular space 64 is also formed here, which is in constant communication with a part 28a of the drain channel 28.
  • the discharge channel 28 opens into the valve chamber 62 from the control chamber 25. When the valve member 34 is open, it is connected to the part 28a which leads further to the relief chamber 29.
  • the piezo actuation arrangement 39 is only excited as long as an injection is to take place.
  • the transfer piston 43 moves the mechanical bridge 45 and at the same time the valve members 33 'and 34', so that both valves, the
  • Control valve 31 and the safety valve 32 are opened and, as already shown above, the injection can take place.
  • the hydraulic drainage space can of course also be designed analogously to the embodiment in FIG. 3. This has advantages with regard to the transmission forces, which can be set individually in the form of the hydraulic translator after each valve member, with regard to the simultaneous actuation and freedom from friction. On the other hand, sufficient filling of the hydraulic space must always be ensured.
  • the valve spring of the control valve 31 and the safety valve 32 can, however, also be configured differently, as can be seen in FIG. 5, and the valve member 534 can be designed, for example, in the same way as that
  • Valve member 34 ' the valve member 533, on the other hand, are designed in the same way as the valve member 33 of FIG. 1.
  • This valve member 533 then has a sealing surface 66 in the shape of a cone at the end of the valve member, which sealing surface interacts with a valve seat 67 which prevents entry into the pressure line 12, which leads to the pressure chamber 9, limited.
  • the part 12a of the pressure line leading to the high-pressure fuel reservoir 14 opens into a valve chamber 68, into which the end of the valve member 533 projects.
  • a balance beam 70 which can be pivoted about a fixed axis 71 and on whose other lever arm the end of the valve member 534 rests and faces it the transmitting piston 43 to which, as in FIG. 4, the hydraulic chamber 42 and the actuating piston 40 and the piezo-actuating arrangement 39 are connected. If the latter is energized, the transmitter piston 43 adjusts the balance beam 70 in such a way that the valve member 543 is moved into the open position against the force of the spring F and at the same time the valve member 533 is also moved in the open position following the action of the spring F x following the balance beam 70 . If the piezo actuation arrangement 39 is not excited, the spring F x , which is arranged on the valve member 534, causes this in the closed position and at the same time via the balance beam 70
  • Valve member 533 also in the closed position against the force of spring F 2 . This requires careful coordination of the spring forces and the actuation forces.
  • a hydraulic space 642 is again provided, which is delimited on one side by the tappet 663 of the valve member 634 and on the other side by the transmission piston 43.
  • valve member 633 this has at its end a connecting part in the form of a coupling pin 72 which dips into the hydraulic space 642 and is connected at its end to an actuating piston 73 which is guided in the housing of the fuel injection valve and with its end face 74 a pressurized movable wall forms, when the valve member 633 is also adjusted.
  • the actuating piston borders on a pressure-relieved space 49.
  • a relief space 75 is provided, via which the leakage quantity can be discharged and which provides the necessary space for the valve element 633.
  • valve member 634 is designed as in the corresponding valve member 43 'of FIG.
  • valve chamber 68 is permanently connected on one side to the high-pressure fuel reservoir via the part 12a of the pressure line and that the pressure line 12 leads from the valve chamber 68 to the pressure chamber 9 via the valve seat 67.
  • control chamber 25 is constantly connected to the valve chamber 68 via the first throttle 26.
  • the control chamber is further connected to the valve chamber 62 of the control valve via the second throttle 27 in the .flow channel 28 and can be connected to the further part 28a when the valve member 634 is moved in the open position.
  • activation for actuating the piezo actuation arrangement 39 takes place only in the times in which fuel injection is to take place.
  • the control valve has a valve member 734 designed in the same way as the valve member 634, 534 or 34 '.
  • One of the drives provided in FIGS. 4 to 6 can be used for the drive.
  • a safety valve with a valve member 733 is now provided, which initially, in a manner analogous to that in FIG. 6, has a conical sealing surface 766 at the end of a sealing bore protruding into the valve space 768 and guided in a guide bore 95 in the injection valve housing 2 Tappet 757 of valve member 733.
  • the sealing surface 766 interacts with the conical valve seat 67.
  • valve chamber 768 With a part of the sealing surface 766 which is not covered by the valve seat 67, this at the same time forms a first pressure surface on which the pressure in the valve chamber 768 acts on the valve member 733 in the opening direction when the safety valve is closed.
  • the valve chamber 768 is in turn permanently connected to the high-pressure fuel accumulator via the pressure line part 12a and in constant communication with the control chamber 25 via the throttle 26.
  • the pressure line 12 leads from the valve seat 67 to the pressure chamber 9.
  • This pressure also acts on the front side 77 of the valve member 733 of the safety valve and holds the valve member 733 in the closed position. If the control valve is now opened and the control chamber 25 is relieved, the end face 77 is also relieved. At the same time, however, the still high pressure in the valve chamber 768 acts on the conical sealing surface 766, which adjoins the valve seat 67 on the control chamber side and overcomes the resulting force, the closing force of the spring 68 and brings the valve member 733 into the open position. Fuel can thus be supplied to the pressure chamber 9 and the injection takes place if, at the same time, the fuel injection valve member 5 is moved in the opening direction under the action of the high pressure on the pressure shoulder 16 with reduced control chamber pressure in the control chamber 25.
  • the safety valve is advantageously switched automatically without a special actuating device.
  • the safety valve always opens when the required low pressure prevails in the control chamber 25 and a sufficiently high pressure is available for the injection. This can also be achieved if instead of controlling the control room pressure via the 2 / 2- Control valve in a relief line and a throttled high-pressure connection to the control chamber is controlled by a 3/2-way valve which connects the control chamber either to the high-pressure accumulator 14 or to the relief chamber 29.
  • valve member 733 instead of the valve member 733 from FIG. 7, a seat valve can also be implemented, as can be seen in FIG.
  • the valve member has a ball 79 which interacts with the valve chamber 862 with a conical seat 80 at the mouth of the / drainage channel 28.
  • FIGS. 2 to 6 can be used as the drive.
  • valve member 733 of the safety valve is again provided in the same configuration as in FIGS. 4 to 7.
  • the valve member 733 thus has a valve body 955 with a sealing surface 54 which interacts with the valve seat 56.
  • a second sealing surface 81 is provided on the valve body 955 opposite the sealing surface 54 and cooperates with a second valve seat 82. This second valve seat 82 delimits the opening of the drain channel 28 into the valve chamber 962.
  • valve element 934 When the valve element 934 is actuated by the piezo actuation arrangement, the latter lifts with its sealing surface 54 from the valve seat 56 and thus establishes the connection between the drain channel 28 and the drain channel part 28a via the valve chamber 962, as in the above exemplary embodiments according to FIGS. 4 to 7.
  • the valve member 934 continues to move under the action of the piezo actuation arrangement until the sealing surface 81 comes into contact with the second valve seat 82 and thus closes the drainage channel 28 again.
  • the high pressure which brings the fuel injection valve member 5 in the closing direction can build up again in the control chamber 25.
  • valve- member 733 is now further relieved on its end face 77 since the valve chamber 962 has a connection to the drain channel part 28a via the now open valve seat 56. The valve member 733 will therefore remain in the open position until the valve member 934 of the control valve is in again
  • a short-term fuel injection is realized, which is regularly a pre-injection quantity, which subsequently has to be followed by a main fuel injection.
  • the piezo actuation arrangement is partially de-energized, so that the valve body 955 remains in an intermediate position in the valve chamber 962, in which both valve seats 56 and 82 are open and the control chamber 25 is thus relieved.
  • the valve member 733 is then still in the open position, since the end face 77 is also relieved.
  • the valve member 934 is brought back to the valve seat 56.
  • a high pressure can build up again in the control chamber 25, which also propagates into the valve chamber 962 and acts on the end face 77 of the valve member 733 of the safety valve and moves it into the closed position.
  • a pre-injection and main injection can be implemented with the shortest fuel injection times, which is defined by the movement of the valve member 934 of the control valve from the first valve seat 56 to the second valve seat 82.
  • the valve member 733 is opened during both the pre-injection, the injection pause afterwards and the following main injection. Only then is it closed, so that at high pressure in the control chamber 25, fuel can surely no longer flow to the pressure chamber 9 and can cause an unwanted fuel injection there. If the end face 77 is then replaced directly with the valve chamber 962 Control room 25 connected, the safety valve is closed again during the spray breaks.
  • FIG. 10 shows a last exemplary embodiment with a modified form of the safety valve.
  • the 833 safety valve is designed as a 3/2 way valve.
  • the safety valve member 833 When actuated analogously to the above exemplary embodiments, the safety valve member 833 in turn has a tappet 857 which is guided in a bore in the fuel injection valve housing and ends in a valve head 84.
  • This is adjustable in a valve chamber 85, which is in constant communication with the high-pressure fuel accumulator 14 via the pressure line part 12 a.
  • the valve chamber 85 is delimited on one side by a first valve seat 86 at the transition to the bore 87 leading to the tappet 57 and opposite this valve seat by a second valve seat 88 which is formed on the discharge pressure line 12.
  • the valve head has a first, for example conical sealing surface 89 which interacts with the first valve seat 86 and on this side opposite the first sealing surface 89 has a second conical sealing surface 90 which interacts with the second valve seat 88.
  • a first sealing surface 89 which interacts with the first valve seat 86 and on this side opposite the first sealing surface 89 has a second conical sealing surface 90 which interacts with the second valve seat 88.
  • an annular groove 91 is worked in, which forms an annular space 92 together with the wall of the bore 87, which in turn also has a pressure line 93 in which the first throttle 26 is arranged the control room 25 is connected.
  • a safety valve element 833 equipped in this way, the connection from the high-pressure fuel accumulator 14 to the control chamber 25, which was relieved by the control valve, can also be interrupted at times when fuel is to be injected.
  • the connection from the high-pressure fuel reservoir 14 to the pressure chamber 9 is established.
  • the valve member 833 is also brought into a second closed position, in which it closes the pressure line 29 with the second sealing surface 90 and at the same time establishes the connection between the control chamber 25 and the high-pressure fuel accumulator 14 via the first valve seat 86 .
  • the desired high pressure can then build up in the control chamber 25, which brings the fuel injection valve member 5 into the closed position.
  • this safety valve member 833 is brought into a central position with its valve head 84 by a corresponding drive, the control chamber 25 is brought to a pressure level which lies between the maximum pressure and the completely relieved pressure.
  • This average pressure brings about a reduced opening of the fuel injection valve member 12 in such a way that a small amount of fuel injection can be introduced for the purpose of the pre-injection over a short time.
  • the slight opening of the fuel injection valve also enables the fuel injection jet to be formatted by throttling the fuel supply to the fuel injection openings.
  • the safety valve designed according to FIG. 10 can be actuated both by a separate piezo actuation arrangement and by a jointly translated actuation arrangement which also controls the valve member of the control valve.
  • a separate actuation by a piezo actuation arrangement which is assigned to the safety valve, is required, which can also carry out partial paths of the adjustment when appropriately excited.
  • the control valve can in this case can also be operated by an electromagnet.
  • valve members by electromagnets
  • the switching speed is also influenced by the electromagnetic hysteresis.
  • control by a 3/2-way valve is also possible and the safety valve according to the invention can be used at the same time.
  • a 3/2-way valve has connected the control pressure chamber 29 to the high-pressure fuel accumulator in a first position of the valve member and connected the control chamber 25 to the relief chamber 29 in a second position.
  • valve member of the safety valve is also brought into the closed position at the same time as the switching to the first position of the 3/2-way valve. If the control chamber 25 is then connected to the relief chamber in the other switching position of the 3/2-way valve, the safety valve is also opened at the same time.
  • a 3/2-way valve can be implemented analogously to the design of the valve element 833 from FIG. 10.

Landscapes

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

Abstract

L'invention concerne une soupape d'injection de carburant pour moteurs à combustion interne, dans laquelle la commande de l'obturateur se fait par commande de la pression d'une chambre de commande (25). Celle-ci est soit soumise à une détente, soit soumise à une pression élevée par une soupape de commande (31) qui met en position de fermeture l'obturateur de la soupape d'injection de carburant. En même temps que la détente de la pression de la chambre de commande, un obturateur (33) d'une soupape de sécurité (32) commandant l'amenée de carburant à la soupape d'injection de carburant est ouvert de sorte que, lors de l'ouverture de la soupape d'injection de carburant, du carburant sous haute pression puisse simultanément également parvenir aux ouvertures d'injection (8) de la soupape d'injection de carburant (1), par l'intermédiaire d'une conduite sous pression (12) et à partir d'un réservoir à carburant sous haute pression (14). Lorsque l'injection est terminée, ledit obturateur (33) est refermé pendant que se fait la fermeture de l'obturateur de soupape d'injection de carburant (5). On évite ainsi qu'en cas de défaillance, du carburant soit, de façon intempestive, injecté pendant une longue période, et qu'ainsi, éventuellement, le moteur à combustion interne utilisé soit perturbé par un surdosage.
EP98925392A 1997-09-25 1998-03-14 Soupape d'injection de carburant Expired - Lifetime EP0939857B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19742320A DE19742320A1 (de) 1997-09-25 1997-09-25 Kraftstoffeinspritzventil
DE19742320 1997-09-25
PCT/DE1998/000766 WO1999015778A1 (fr) 1997-09-25 1998-03-14 Soupape d'injection de carburant

Publications (2)

Publication Number Publication Date
EP0939857A1 true EP0939857A1 (fr) 1999-09-08
EP0939857B1 EP0939857B1 (fr) 2003-08-20

Family

ID=7843589

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98925392A Expired - Lifetime EP0939857B1 (fr) 1997-09-25 1998-03-14 Soupape d'injection de carburant

Country Status (9)

Country Link
US (1) US6328017B1 (fr)
EP (1) EP0939857B1 (fr)
JP (1) JP2001505975A (fr)
KR (1) KR20000069030A (fr)
CN (1) CN1114757C (fr)
DE (2) DE19742320A1 (fr)
ES (1) ES2206937T3 (fr)
RU (1) RU2222709C2 (fr)
WO (1) WO1999015778A1 (fr)

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Also Published As

Publication number Publication date
ES2206937T3 (es) 2004-05-16
WO1999015778A1 (fr) 1999-04-01
CN1241240A (zh) 2000-01-12
DE19742320A1 (de) 1999-04-01
RU2222709C2 (ru) 2004-01-27
JP2001505975A (ja) 2001-05-08
CN1114757C (zh) 2003-07-16
DE59809337D1 (de) 2003-09-25
EP0939857B1 (fr) 2003-08-20
KR20000069030A (ko) 2000-11-25
US6328017B1 (en) 2001-12-11

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