EP1203153A1 - Systeme de soupape de commande destine a etre utilise dans un injecteur de carburant de moteurs a combustion interne - Google Patents

Systeme de soupape de commande destine a etre utilise dans un injecteur de carburant de moteurs a combustion interne

Info

Publication number
EP1203153A1
EP1203153A1 EP00963891A EP00963891A EP1203153A1 EP 1203153 A1 EP1203153 A1 EP 1203153A1 EP 00963891 A EP00963891 A EP 00963891A EP 00963891 A EP00963891 A EP 00963891A EP 1203153 A1 EP1203153 A1 EP 1203153A1
Authority
EP
European Patent Office
Prior art keywords
valve
control
outlet
chamber
section
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
EP00963891A
Other languages
German (de)
English (en)
Other versions
EP1203153B1 (fr
Inventor
Ulrich Augustin
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 EP1203153A1 publication Critical patent/EP1203153A1/fr
Application granted granted Critical
Publication of EP1203153B1 publication Critical patent/EP1203153B1/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
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—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
    • 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
    • F02M59/468—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means using piezoelectric operating means

Definitions

  • Control valve arrangement for use in a fuel injector for internal combustion engines.
  • the invention relates to a control valve arrangement for use in a fuel injector for internal combustion engines according to the preamble of claim 1. Arrangements of this type are e.g. known from US-PS 5 460 329 and US-PS 5 407 131.
  • control valve for a fuel miector, which works with a cam-operated pressure booster piston, is described in US Pat. No. 5,407,131.
  • the control valve here is a seat valve that is normally open, i.e. in the idle state, and that can be closed with the help of an electromagnet.
  • the fuel required from the tank by a low-pressure fuel pump flows back through the control valve to the tank.
  • the fuel injection in the combustion chamber of a diesel engine is initiated by excitation of the electromagnet, the magnetic force of which brings the seat valve into the closed working state.
  • the fuel in the injector which can no longer drain, is then pressurized by the cam-actuated piston of the pressure booster. When the pressure has reached the specified nozzle needle opening pressure, begins the injection.
  • the object of the present invention is to design a control valve arrangement of the type mentioned at the outset in such a way that the losses which occur during use are reduced.
  • valve body which is axially displaceable in the valve chamber by means of an actuating device has two rigidly connected sections.
  • a first section of the valve body forms a seat valve between the valve inlet and valve outlet, which is closed in a rest position of the valve body and opened in a working position of the valve body.
  • a second section of the valve body and a second section of the valve chamber form a slide valve which, in the rest position of the valve body, establishes a fluid connection between the valve outlet and a return opening and blocks the fluid connection between the seat valve and the valve outlet and which only leaves the return opening after leaving the rest position closes and then begins to establish a fluid connection between the seat valve and the valve outlet.
  • the control valve arrangement according to the invention thus forms two individual valves connected in series, one of which is designed as a seat valve and the other as a slide valve. Since the outlet of the valve arrangement in the rest position of the valve body is cut off from the inlet pressure by the closed seat valve and additionally by the slide valve and is connected to the return opening, the outlet is kept pressureless in this phase without control fluid being lost as a result of the arrangement flows. In addition, the leakage losses remain low in this phase, due to the cumulative (sequential) sealing effects of the poppet valve and slide valve.
  • the outlet of the control valve arrangement according to the invention is particularly well suited for hydraulic control of the injection process, in which the injection phase is initiated by the transition of the valve body m the working position and the injection pause is determined by the rest position of the valve body.
  • the first section of the valve body is a control piston sliding tightly in the first section of the valve chamber, on the front side of which, which faces the seat valve, an annular active surface exposed to the valve inlet pressure is formed.
  • a control chamber behind a rear effective surface of the control piston is connected to the valve inlet via an inlet throttle and to a return connection via an outlet throttle which can be opened by the actuating device. in this connection the flow resistances of the throttles and the large ratio between the ring-shaped active surface and the rear active surface are dimensioned such that the valve body moves into the working position when the discharge throttle is opened and moves into the rest position when the discharge throttle is closed.
  • control piston is preferably designed so that when it reaches its working position it seals against the access from the control chamber to the discharge throttle. In the sense of the above task, this ensures that the flow losses remain limited to the short transition phase of the control piston from the rest position to the working position.
  • FIG. 1 is a sectional view of a fuel injector with a first embodiment of a control valve arrangement according to the invention;
  • Figures 2, 3 and 4 each show in section
  • Control valve arrangement according to FIG. 1 m three successive operating phases
  • FIG. 5 is a sectional view of the fuel injector with a second embodiment of a control valve arrangement according to the invention.
  • FIGS. 6, 7 and 8 each show in section the control valve arrangement according to FIG. 5 in three successive operating phases.
  • the fuel injector 1 shown in FIG. 1 is an injector with a hydraulic drive, which essentially consists of the usual components injector 2, high-pressure piston 3, pressure intensifying piston 4 and a control valve arrangement 5, which form a structural unit with an injector housing 6.
  • the injector is shown in its idle state.
  • the details of the control valve arrangement 5 contained in the injector according to FIG. 1 according to a first embodiment of the invention are clearer from the enlarged Sectional representation in Figures 2, 3 and 4.
  • the control valve arrangement 5 has a valve housing 21, in which a valve chamber is formed, which preferably has a circular cross-sectional shape and which, aligned in the axial direction, has two sections 41a and 41b of different diameters. In a region between the two sections 41a and 41b, the chamber diameter is additionally widened by an annular groove 51 into which a valve inlet 7 opens.
  • a valve outlet 23 opens.
  • valve body 17 which forms two rigidly connected sections 17a and 17b, the first section 17a of which extends into the first section 41a of the valve chamber and the second section 17b of which extends into the second section 41b of the valve chamber.
  • the first valve body section 17a has a larger diameter and forms a control piston sliding tightly in the first chamber section 41a.
  • the second valve body section 17b is a slide valve which, together with the wall of the second chamber section 41b of smaller diameter, forms a slide valve and is provided with an annular groove 24 for this purpose.
  • a first control edge 38 of the annular groove 24 can pass over an associated control edge 39 on a narrowed continuation 52 of the inlet annular groove 51 in order to selectively block or open a fluid connection from the inlet 7 to the outlet 23.
  • the other control edge 19 of the annular groove 24 can pass over the edge to the outer wall 20 of the valve housing 21 at the end opening 49 of the valve chamber section 41b, for selectively opening or closing a fluid connection between the outlet 23 and a fluid return flow, which the end opening mounts.
  • a preferably conical circumferential surface 50 of the valve body 17 at the transition between the control piston 17a and slide 17b represents the front of the control piston and forms in its central region a zone for bearing on a cone valve seat 18 which is located on the conical edge of the inlet annular groove 51 , WO 01 IX X 227 PCT / DE00 / 02642
  • control chamber 10 which is connected to the inlet annular groove 51 via a channel 9 in the control piston 17a and an inlet throttle 8.
  • An outlet throttle 11 leads from the control room 10 via a connecting channel 12 to a return port 13.
  • the outlet throttle 11 is closed in the idle state by a ball 14 which is pressed onto its seat 16 by a spring 15.
  • the spring 15 can be withdrawn via an armature plate 36 in order to remove the closing pressure.
  • the inlet 7 of the control valve arrangement 5 is connected to a pressure accumulator, not shown, a so-called “rail", in which a working medium or control fluid such as e.g. Motor oil or fuel is under high pressure.
  • a working medium or control fluid such as e.g. Motor oil or fuel is under high pressure.
  • the return port 13 and the end opening 49 on the outer wall 20 of the valve housing 21 communicate with the tank (not shown) from which the control fluid is pumped back into the rail.
  • the outlet 23 is connected to the space 22 on the primary side of the pressure boosting piston 4.
  • the solenoid valve 40 In the idle state, ie during the injection break, the solenoid valve 40 is without current. Because of the closed outlet throttle 11, the rail pressure builds up in the control chamber 10 via the inlet 7, the inlet throttle 8 and the channel 9, which presses the control piston 17a of the valve body 17 to the left onto the conical seat 18 and thus from this seat 18 and the conical surface 50 seat valve formed stop. In the position of the valve body 17 that is assumed in this way, which is shown in FIG. 2, the control edge 19 of the slide 17b is located outside the outer wall 20 of the valve housing 21 and thus provides a connection from the primary space 22 of the pressure boosting piston 4 via the valve outlet 23 and the Ring groove 22 free for the return. The room 22 is therefore depressurized.
  • the pressure-boosting piston 4 is used together with the high-pressure piston 3 pressed by a spring 25 against an upper stop 26.
  • the secondary space 27 on the high pressure piston 3 is connected via inlet channels 28 and 29 to a fuel supply system, not shown, and is therefore filled with fuel.
  • Channels 30, 31 and 32 lead from the space 27 into the annular space 33 of the injection nozzle 2. In the annular space 33 there is therefore supply pressure which is not sufficient to open the nozzle needle 34 against the force of the nozzle spring 35.
  • an injection process is initiated by energizing the magnet coil 40.
  • the spring 15, which had closed the outlet throttle 11 via the ball 14, is withdrawn via the anchor plate 36.
  • the pressure in the control chamber 10 drops to a level which is determined by the ratio of the flow resistances of the inlet and outlet throttle.
  • the full rail pressure acts on an annular surface which is formed by the conical surface 50 in the region radially outside of the valve seat 18.
  • this annular surface is dimensioned such that the force exerted by the rail pressure on the control piston 17a predominates and moves the latter to the right until a stop surface 42 on the piston rear side reaches the end wall 37 and at the same time the outlet throttle blocked. In this position, the control piston 17 oscillates, the stop surface 42 periodically opening and closing the discharge throttle. This state is the working state shown in FIG. 4.
  • FIG. 3 shows a first movement phase after energization of the solenoid valve 40, shortly after the valve body 17 has left the rest position shown in FIG. 2.
  • control piston 17a By moving to the right, the control piston 17a has released the valve seat 18.
  • the control edge 19 on the annular groove 24 of the slide 17b has just reached the corresponding control edge to the outer wall 20 of the housing and thus interrupted the connection between the outlet 23 and the outside world (return system).
  • the other control edge 38 on the annular groove 24 is still in register with the control edge 39 of the valve WO 01 IX X 227 PC TYDE00 / 02642
  • the high pressure reaches the annular space 33 of the injection nozzle 2 via the channels 30, 31 and 32, which in the usual way opens automatically and injects the fuel.
  • the end of the injection is initiated by interrupting the energization of the solenoid valve 40.
  • the outlet throttle 11 is closed again by the ball 14, the pressure in the control chamber 10 again reaches the level of the rail pressure, and the valve body 17 moves back into the rest position shown in FIG. 2.
  • the seat valve 18, 50 closes, and the connection between the outlet 23 and the return opening 49 on the outer wall 20 of the housing is opened again, so that the primary space 22 above the pressure intensifying piston 4 is depressurized.
  • the spring 25 moves the pressure-intensifying piston 4 and the high-pressure piston 3 m to the starting position, the space 22 emptying back via the valve outlet 23 and the annular groove 24 for the return and the secondary space 27 refills with fuel via channels 28 and 29.
  • the injector 2 closes automatically due to the force of the nozzle spring 35.
  • FIGS. 5 to 8 differs from the first embodiment according to FIGS 4 differs.
  • a blind bore 48 leads into the rear side of the control piston 17a, in which a second piston 43 is seated in a tightly sliding manner and extends axially from a channel 44
  • the rear side of the second piston 43 is supported on the end wall 37 of the valve chamber section 41a, in such a way that the channel 44 communicates with the inlet opening of the outlet throttle 11.
  • the inlet throttle 8 leads from the front part of the control piston 17a in the region of the outlet groove 51 into the space at the foot of the bore 48.
  • the annular space 47 surrounding the second piston 43 between the rear end of the control piston 17a and the end wall 37 of the valve chamber section 41a has a pressure compensation connection 45 to the outside.
  • control chamber 10 is formed by the space at the foot of the bore 48 between the bottom 46 of this bore and the facing end of the second piston 43.
  • the control chamber 10 In the rest position according to FIG. 6, in the control chamber 10, because of the closed outlet throttle 11, via the inlet 7, the inlet annular groove 51 and the inlet throttle 8 of the rail pressure, which the control piston 17a by actuating gung its back effective surface at the bottom 46 of the bore 48 prints to the left and the seat valve 18, 50 closed.
  • the fluid flows from the control chamber 10 through the channel 44 via the discharge throttle 11 to the return port 13, so that the pressure in the control chamber 10 decreases and the control piston 17a moves to the right, as shown in FIG.
  • valve body 17 which form the seat valve and the slide valve with the corresponding areas of the valve chamber, act exactly as it does in the rest position according to FIG. 6, in the intermediate position according to FIG. 7 and in the working position according to FIG. 8 was described above for the first embodiment with reference to Figures 2, 3 and 4.
  • control piston 43 can also be located in the correspondingly large bore of the stop surface 37 instead of the bore of the valve body 17a, the channels to the inlet throttle having to be guided through the valve housing.
  • direct actuation of the valve body can also be ensured, for example by physical connection with the armature of a solenoid coil or with another electromechanical transducer.
  • the use of the control valve arrangement according to the invention is also not restricted to the application of a pressure booster; the outlet 23 can also be connected directly to the inlet duct of an injector nozzle if the rail pressure is dimensioned sufficiently high. In this case, the fluid that the control valves Oil arrangement flows through, of course fuel such as diesel oil.

Landscapes

  • 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)

Abstract

L'invention concerne un système de soupape de commande (5) destiné à être utilisé dans un injecteur de carburant (1) de moteurs à combustion interne. Ce système comprend un corps de soupape (17) qui est axialement mobile dans une chambre de soupape à l'aide d'un dispositif de commande (40) et qui est composé de deux sections solidaires (17a, 17b). Une première section (17a) du corps de soupape (17) constitue dans une première section (41a) de la chambre de soupape entre une entrée (17) et une sortie de soupape (23) une soupape à siège (18, 50) qui est fermée quand le corps de soupape (17) est en position de repos et qui est ouverte quand le corps de soupape (17) est en position de travail. Une deuxième section (41b) du corps de soupape et une deuxième section de la chambre de soupape forment une soupape à coulisse qui, lorsque le corps de soupape (17) est en position de repos, établit une communication fluidique entre la sortie de soupape (23) et un orifice de retour (49) et coupe la communication fluidique entre la soupape à siège et la sortie de soupape et qui, en quittant la position de repos, ferme seulement l'orifice de retour (49) puis commence à établir une communication fluidique entre la soupape à siège (17, 50) et la sortie de soupape (23).
EP00963891A 1999-08-10 2000-08-08 Systeme de soupape de commande destine a etre utilise dans un injecteur de carburant de moteurs a combustion interne Expired - Lifetime EP1203153B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19937713 1999-08-10
DE19937713A DE19937713C1 (de) 1999-08-10 1999-08-10 Steuerventilanordnung zum Einsatz in einem Kraftstoffinjektor für Verbrennungsmotoren
PCT/DE2000/002642 WO2001011227A1 (fr) 1999-08-10 2000-08-08 Systeme de soupape de commande destine a etre utilise dans un injecteur de carburant de moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP1203153A1 true EP1203153A1 (fr) 2002-05-08
EP1203153B1 EP1203153B1 (fr) 2005-10-26

Family

ID=7917833

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00963891A Expired - Lifetime EP1203153B1 (fr) 1999-08-10 2000-08-08 Systeme de soupape de commande destine a etre utilise dans un injecteur de carburant de moteurs a combustion interne

Country Status (4)

Country Link
US (1) US6494383B2 (fr)
EP (1) EP1203153B1 (fr)
DE (2) DE19937713C1 (fr)
WO (1) WO2001011227A1 (fr)

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DE10002702A1 (de) * 2000-01-22 2001-08-02 Bosch Gmbh Robert Ventil zum Steuern von Flüssigkeiten
DE10160263A1 (de) * 2001-12-07 2003-06-18 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10335340A1 (de) * 2003-08-01 2005-02-24 Robert Bosch Gmbh Steuerventil für einen Druckübersetzer enthaltenden Kraftstoffinjektor
US6951204B2 (en) * 2003-08-08 2005-10-04 Caterpillar Inc Hydraulic fuel injection system with independently operable direct control needle valve
DE10352736A1 (de) * 2003-11-12 2005-07-07 Robert Bosch Gmbh Kraftstoffinjektor mit direkter Nadeleinspritzung
DE102004022268A1 (de) * 2004-05-06 2005-12-01 Robert Bosch Gmbh Ansteuerverfahren zur Beeinflussung der Öffnungsgeschwindigkeit eines Steuerventiles an einem Kraftstoffinjektor
EP1621764B1 (fr) 2004-06-30 2007-11-07 C.R.F. Società Consortile per Azioni Injecteur d'un moteur à combustion interne
ES2277229T3 (es) 2004-06-30 2007-07-01 C.R.F. Societa Consortile Per Azioni Servovalvula para controlar el inyector de combustible de un motor de combustion interna.
DE102004039673B3 (de) * 2004-08-16 2006-04-13 Siemens Ag Stellantrieb für einen Kraftstoffinjektor einer Brennkraftmaschine, Verwendung für einen derartigen Stellantrieb, sowie Kraftstoffinjektoranordnung einer Brennkraftmaschine
EP1731752B1 (fr) 2005-05-27 2010-01-20 C.R.F. Società Consortile per Azioni Soupape asservie de contrôle de carburant et injecteur de carburant avec une telle soupape
EP2050951B1 (fr) * 2007-10-18 2012-05-02 Delphi Technologies Holding S.à.r.l. Injecteur à carburant
US8205598B2 (en) * 2010-02-08 2012-06-26 International Engine Intellectual Property Company, Llc Fuel injector nozzle
CH702496B1 (de) * 2010-05-07 2011-07-15 Liebherr Machines Bulle Sa Hochdruckinjektor.
US10066590B2 (en) 2015-02-27 2018-09-04 Avl Powertrain Engineering, Inc. Opposed piston three nozzle combustion chamber design
US10161371B2 (en) 2015-02-27 2018-12-25 Avl Powertrain Engineering, Inc. Opposed piston three nozzle piston bowl design

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Also Published As

Publication number Publication date
DE50011460D1 (de) 2005-12-01
US20020109014A1 (en) 2002-08-15
US6494383B2 (en) 2002-12-17
DE19937713C1 (de) 2001-03-15
EP1203153B1 (fr) 2005-10-26
WO2001011227A1 (fr) 2001-02-15

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