EP1157203A1 - Injecteur pour dispositif d'injection de moteur a combustion interne - Google Patents

Injecteur pour dispositif d'injection de moteur a combustion interne

Info

Publication number
EP1157203A1
EP1157203A1 EP00910542A EP00910542A EP1157203A1 EP 1157203 A1 EP1157203 A1 EP 1157203A1 EP 00910542 A EP00910542 A EP 00910542A EP 00910542 A EP00910542 A EP 00910542A EP 1157203 A1 EP1157203 A1 EP 1157203A1
Authority
EP
European Patent Office
Prior art keywords
injector
actuator
housing
valve piston
injector according
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
EP00910542A
Other languages
German (de)
English (en)
Other versions
EP1157203B1 (fr
Inventor
Wendelin KLÜGL
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.)
Siemens AG
Original Assignee
Siemens 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 Siemens AG filed Critical Siemens AG
Publication of EP1157203A1 publication Critical patent/EP1157203A1/fr
Application granted granted Critical
Publication of EP1157203B1 publication Critical patent/EP1157203B1/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
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/14—Arrangements of injectors with respect to engines; Mounting of 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
    • 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
    • F02M61/168—Assembling; Disassembling; Manufacturing; Adjusting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F02M63/0035—Poppet valves, i.e. having a mushroom-shaped valve member that moves perpendicularly to the plane of the valve seat
    • 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
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/003—Valve inserts containing control chamber and valve piston

Definitions

  • the invention relates to an injector for an injection system of an internal combustion engine according to the preamble of claim 1.
  • Conventional injectors for fuel injection in internal combustion engines are generally of modular design and consist of several parts arranged coaxially one above the other, such as an injector body and a control module, with the mechanical connection of two axially adjacent parts using a connecting element such as a clamping sleeve, a double clamping nut or a welding sleeve.
  • the injector is usually fastened in the cylinder head of the internal combustion engine by means of a so-called clamping claw, which presses the injector axially into a corresponding receiving bore in the cylinder head, the clamping claw resting on a cylindrical collar which is integrally formed on the outside of the injector.
  • keying surfaces are formed on the lateral surface of the injector, into which the clamping claw engages, thereby preventing the injector from rotating about its longitudinal axis.
  • the cylindrical collar and the key surfaces are attached either directly to the injector head or to a hollow cylindrical union nut which receives the individual parts of the injector and is connected to the injector head on its upper side.
  • a disadvantage of the injectors described above, however, is the large number of parts, as a result of which the manufacture and assembly of the injector is relatively complex.
  • the invention is therefore based on the object of creating an injector for an injection system of an internal combustion engine, in which the outlay for production and assembly is reduced.
  • the invention includes the general technical teaching of providing an essentially one-piece injector housing which merges into the injector head at the top and at least accommodates the control unit.
  • the injector housing preferably accommodates several modules of the injector and braces them axially against one another in order to bring about a high-pressure seal at the joints of adjacent modules.
  • the common injector housing advantageously reduces the number of high-pressure sealing areas that could leak to the outside.
  • the injector housing receives all components of the injector and connects them to one another.
  • the nozzle body on the underside of the injector may be screwed to the injector housing using a conventional clamping nut, while the other components of the injector, such as the control unit, are accommodated in the injector housing.
  • a separate transmission lever for transmitting the actuating movement of the actuator to the valve piston is dispensed with, in that the actuator acts directly on the valve piston. This advantageously eliminates a component of the injector, which further reduces the manufacturing and assembly costs.
  • dispensing with a conventional transmission lever increases the durability of the injector, since such a component is problematic in terms of its service life.
  • the contact surface between the actuator on the one hand and the valve piston on the other hand is preferably so large that, due to the reduced surface pressure, a liquid film remains between the actuator and the valve piston even during a switching operation, which causes hydraulic play compensation.
  • the mutually facing end faces of the actuator and / or valve piston are preferably convex in this case in order to avoid tearing off the liquid film due to the mechanical load during a switching operation, but the end faces can also be completely flat, which allows simple length adjustment by measuring and grinding.
  • a spring is preferably arranged between the actuator and the valve piston, which presses the actuator and valve piston apart in the axial direction and thus restores the full play in the idle state of the injector.
  • such a spring advantageously also allows compensation for thermal expansions.
  • valve piston of the injector is not guided directly in the injector housing, but is stored in a separate valve housing, which is arranged inside the injector housing.
  • a continuous leakage line is dispensed with by using the central bore for the control elements in addition to the leakage return line from the nozzle up to the control unit. This further reduces the manufacturing effort for the injector.
  • the leakage is then continued above the control unit via a separate leakage line, the connection of the leakage line to the central bore preferably being made by a radial connection bore.
  • the injector according to the invention is preferably used in a common rail injection system, but the invention is not limited to such an application, but can in principle also be used in other types of injection systems.
  • Figure 1 as a preferred embodiment of the invention, the head area of an injector in a cross-sectional view and
  • Figure 2 is a detailed view of the contact point between the actuator and the valve piston of the injector shown in Figure 1 in cross section.
  • the injector shown in FIG. 1 has a modular structure and is used to inject fuel into a combustion chamber of an internal combustion engine, an injector head 1 being arranged on the top of the injector as a component Underside merges seamlessly into the common injector housing 2, so that the essential components of the injector are mechanically fixed by the common injector housing 2.
  • the injector head 1 enables an injection line to be connected in order to connect the injector to a central injection system which provides the necessary injection pressure for all cylinders of the internal combustion engine.
  • the injector head 1 is chamfered on its upper side and provided with a screw connection 3 with an internal thread, which receives the end piece of the injection line.
  • the injector head 1 has on its underside an essentially cylindrical fuselage part, on which key surfaces 4 are formed below the bevel, which together with a circumferential cylindrical collar 5 enable the engagement of a clamping claw, which is not shown for simplification.
  • the clamping claw presses axially from above onto the circumferential collar 5, as a result of which the entire injector is pressed axially downward in a corresponding receiving bore in the cylinder head of the internal combustion engine, a copper disc being arranged between the lower end face of the injector and the bottom surface of the receiving bore to seal the location hole.
  • the clamping claw engages laterally in the key surfaces 4 and thus prevents the injector from rotating about its longitudinal axis in the assembled state.
  • the top of the injector has a centrally arranged cylindrical bore for receiving an actuator 6, two cylindrical circumferential grooves 7, 8 being arranged one above the other in the lateral surface of the actuator 6, the lower groove 8 being an O-ring in the assembled state takes up, which seals the annular gap between the actuator 6 and the bore in the injector head 1.
  • a wire ring is arranged, which enables the actuator 6 to be fastened in the injector head 1 via a hollow screw.
  • the actuator 6 enables an axial actuating movement in a conventional manner in order to control the fuel injection.
  • the actuator 6 in this case acts directly on a valve piston 9 without the mechanical intermediate links used in conventional injectors.
  • the contact surface between the lower end face of the actuator 6 and the upper end face of the valve piston 9 is considerably larger in comparison with conventional injectors, which has the advantage that even when the injector is switched, a fluid flow between the actuator 6 and the valve piston 9 remains, whereby hydraulic play compensation takes place.
  • the lower face of the actuator 6 and the valve piston 9 is considerably larger in comparison with conventional injectors, which has the advantage that even when the injector is switched, a fluid flow between the actuator 6 and the valve piston 9 remains, whereby hydraulic play compensation takes place.
  • Actuator 6 is slightly convex in shape, as can be seen in FIG. 2. This prevents the liquid film from tearing off due to the mechanical loads occurring on the contact surface between the actuator 6 and the valve piston 9 during a switching operation.
  • the upper end face of the valve piston 9 can also have a correspondingly convex shape.
  • a spring 10 is arranged between the actuator 6 and the valve piston 9, which axially presses apart the actuator 6 and the valve piston 9 and thus restores full axial play compensation when the injector is at rest.
  • the spring 10 also allows compensation for thermal expansion of the individual components.
  • a separate valve housing 11 is inserted into the injector housing 2 for guiding the valve piston 9, which has the advantage provides that the piston is too hard forming a valve seat for the valve ⁇ 9 m the valve housing 11 and not in the joint In j ektorgehause 2, so that it can be dispensed with a costly heat treatment of the entire injector housing 2 for hardening of the valve seat and only one curing the valve housing 11 is required, which is much less expensive.
  • a control unit 12 with a servo valve is furthermore arranged below the valve piston 9, the actuator 6 actuating the servo valve via the valve piston 9 and thus indirectly controlling the position of a nozzle needle 21 in the guide bore 20 of a nozzle 13 and thus controlling the fuel flow, which is injected into the combustion chamber of the internal combustion engine via a nozzle 13 of the injector m.
  • the nozzle 13 is only shown schematically in the drawing and can be connected to the injector housing 2 via a conventional clamping nut, the illustration of which has been omitted in the drawing in order to maintain clarity.
  • the injector shown has a particularly advantageous form of the leakage return line, in that instead of an additional leakage line running essentially over the entire length of the injector, an already existing central bore 14, with which a piston 22 is axially displaceably arranged, which the nozzle needle 21 is used for the leakage return line.
  • the injector shown also has an axially extending leakage line 15, but this extends from above only to below the control unit 12, where the leakage line 15 then flows into the central bore 14.
  • the connection of the leakage line 15 with the central bore 14 takes place here through a radial bore 16, which extends at the mouth of the leakage line 15 from the outer jacket surface of the injector housing 2 to the inside to the central bore 14.
  • the control unit 12 with the servo valve, the valve housing 11 and the valve piston 9 is pushed into the injector housing 2.
  • the axial position of the valve piston 9 is then adjusted relative to the actuator 6 by adjusting the length of the valve piston 9, for example by measuring and grinding.
  • the embodiment of the invention is not limited to the preferred exemplary embodiments specified above. Rather, a number of variants are conceivable which make use of the solution shown, even in the case of fundamentally different types.

Landscapes

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

Abstract

Cette invention concerne un injecteur pour dispositif d'injection de moteur à combustion interne, comprenant une tête d'injecteur (1), une buse (13) d'injection de carburant, une unité de commande destinée à la commande de l'acheminement du carburant de la tête d'injecteur (1) à la buse (13), ainsi qu'un actionneur (6) destiné à commander mécaniquement l'unité de commande pour permettre la commande de l'injection de carburant. Au niveau de la tête d'injecteur (1) est formé un boîtier d'injecteur (2) qui contient au moins l'unité de commande (12), la tête d'injecteur (1) et le boîtier d'injecteur (2) formant un ensemble monobloc.
EP00910542A 1999-02-22 2000-02-18 Injecteur pour dispositif d'injection de moteur a combustion interne Expired - Lifetime EP1157203B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19907544A DE19907544C2 (de) 1999-02-22 1999-02-22 Injektor für eine Einspritzanlage einer Brennkraftmaschine
DE19907544 1999-02-22
PCT/DE2000/000469 WO2000050761A1 (fr) 1999-02-22 2000-02-18 Injecteur pour dispositif d'injection de moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1157203A1 true EP1157203A1 (fr) 2001-11-28
EP1157203B1 EP1157203B1 (fr) 2002-10-23

Family

ID=7898419

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00910542A Expired - Lifetime EP1157203B1 (fr) 1999-02-22 2000-02-18 Injecteur pour dispositif d'injection de moteur a combustion interne

Country Status (4)

Country Link
US (1) US6561435B2 (fr)
EP (1) EP1157203B1 (fr)
DE (2) DE19907544C2 (fr)
WO (1) WO2000050761A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10038301A1 (de) * 2000-08-05 2002-02-14 Bosch Gmbh Robert Brennstoffeinspritzventil
DE10111783B4 (de) * 2001-03-12 2005-10-20 Bosch Gmbh Robert Einspritzdüse
DE10131953A1 (de) * 2001-07-02 2003-01-23 Siemens Ag Steuermodul für einen Injektor eines Speichereinspritzsystems
ITBO20020497A1 (it) * 2002-07-30 2004-01-30 Magneti Marelli Powertrain Spa Iniettore di carburante per un motore a combustione interna con attuazione idraulica dello spillo
DE10240442C1 (de) * 2002-09-02 2003-12-24 Siemens Ag Kraftstoffinjektor mit einem Steuerventil
DE10338081A1 (de) * 2003-08-19 2005-03-10 Bosch Gmbh Robert Brennstoffeinspritzventil
DE102007042466B3 (de) 2007-09-06 2009-04-09 Continental Automotive Gmbh Einspritzsystem mit reduzierter Schaltleckage und Verfahren zum Herstellen eines Einspritzsystems

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US2445269A (en) * 1939-03-01 1948-07-13 Ex Cell O Corp Combined injector nozzle and filter
BE554051A (fr) * 1956-01-31
US4408718A (en) * 1981-09-25 1983-10-11 General Motors Corporation Electromagnetic unit fuel injector
ATE98340T1 (de) * 1986-09-25 1993-12-15 Ganser Hydromag Elektronisch gesteuertes einspritzsystem.
US5033442A (en) * 1989-01-19 1991-07-23 Cummins Engine Company, Inc. Fuel injector with multiple variable timing
US5127584A (en) * 1991-05-06 1992-07-07 General Motors Corporation Fuel injection nozzle
CH686845A5 (de) * 1993-03-08 1996-07-15 Ganser Hydromag Steueranordnung fuer ein Einspritzventil fuer Verbrennungskraftmaschinen.
DE9407079U1 (de) * 1993-08-03 1994-12-08 Bosch Gmbh Robert Kraftstoffeinspritzdüse für eine Brennkraftmaschine
DE4341546A1 (de) * 1993-12-07 1995-06-08 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE4423657C2 (de) * 1994-07-06 1997-10-02 Daimler Benz Ag Betätigungseinrichtung für ein Motorbremsventil einer Brennkraftmaschine
GB9520243D0 (en) * 1995-10-04 1995-12-06 Lucas Ind Plc Injector
JP3687758B2 (ja) * 1995-11-14 2005-08-24 株式会社デンソー 燃料噴射装置
US5779149A (en) * 1996-07-02 1998-07-14 Siemens Automotive Corporation Piezoelectric controlled common rail injector with hydraulic amplification of piezoelectric stroke
DE19634105A1 (de) * 1996-08-23 1998-01-15 Daimler Benz Ag Einspritzventil für Verbrennungskraftmaschinen
DE19650900A1 (de) * 1996-12-07 1998-06-10 Bosch Gmbh Robert Piezoelektrischer Aktuator
DE19802495A1 (de) * 1997-06-19 1998-12-24 Bosch Gmbh Robert Ventil zum Steuern von Flüssigkeiten
DE19816316A1 (de) * 1998-04-11 1999-10-14 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen

Non-Patent Citations (1)

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Title
See references of WO0050761A1 *

Also Published As

Publication number Publication date
US6561435B2 (en) 2003-05-13
WO2000050761A1 (fr) 2000-08-31
US20010054652A1 (en) 2001-12-27
DE19907544C2 (de) 2002-12-05
EP1157203B1 (fr) 2002-10-23
DE50000680D1 (de) 2002-11-28
DE19907544A1 (de) 2000-08-31

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