EP1334270A1 - Soupape d'injection de carburant destinee a des moteurs a combustion interne - Google Patents

Soupape d'injection de carburant destinee a des moteurs a combustion interne

Info

Publication number
EP1334270A1
EP1334270A1 EP01975946A EP01975946A EP1334270A1 EP 1334270 A1 EP1334270 A1 EP 1334270A1 EP 01975946 A EP01975946 A EP 01975946A EP 01975946 A EP01975946 A EP 01975946A EP 1334270 A1 EP1334270 A1 EP 1334270A1
Authority
EP
European Patent Office
Prior art keywords
control
fuel
control body
injection valve
housing
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.)
Withdrawn
Application number
EP01975946A
Other languages
German (de)
English (en)
Inventor
Marco A. Ganser
Severin Kern
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.)
CRT Common Rail Technologies AG
CRT Common Rail Tech AG
Original Assignee
CRT Common Rail Technologies AG
CRT Common Rail Tech 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 CRT Common Rail Technologies AG, CRT Common Rail Tech AG filed Critical CRT Common Rail Technologies AG
Publication of EP1334270A1 publication Critical patent/EP1334270A1/fr
Withdrawn legal-status Critical Current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
    • 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
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0077—Valve seat 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
    • 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
    • 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
    • F02M2200/306—Fuel-injection apparatus having mechanical parts, the movement of which is damped using mechanical 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
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/001—Control chambers formed by movable sleeves

Definitions

  • the invention relates to a fuel injection valve for intermittent fuel injection into the combustion chamber of a ner internal combustion engine according to the preamble of claim 1.
  • a fuel injection valve of this type with a control device for controlling the setting movement of an injection valve member provided for closing or opening injection openings and installed longitudinally adjustable in a housing, is disclosed, for example, in EP 0 686 763.
  • the control device comprises a control piston which is operatively connected to the injection valve member and which is acted upon on the one hand by the fuel system pressure prevailing in a high pressure zone connected to a high-pressure fuel connection and on the other hand by the fuel control pressure in a control chamber.
  • the control chamber is located above the control piston, between an upper control piston end face and a lower end face of a control body. The control body is pressed into a housing bore and axially fixed using a lock nut.
  • the fuel control pressure acting on the control piston can be controlled in the control chamber.
  • the pilot valve has a pilot valve stem which closes the outlet opening and for opening it Outlet opening is movable by a stroke away from this outlet opening.
  • the present invention has for its object to provide a generic fuel injector with an improved response that allows a controlled and metered injection of a small amount of fuel even at high fuel system pressure.
  • the support of the control body according to the invention on an elastically deflectable abutment part permits a slight axial displacement of the control body in the housing bore in the opening direction of the pilot valve stem at high fuel system pressure, which results in a shortening of the pilot valve stem stroke and thus also a shorter switching time and the response of the fuel injector improved.
  • the amount of fuel flowing out of the opened outlet opening is throttled, as a result of which the pressure drop in the control chamber is slowed down and the start of the opening of the injection openings is delayed by the injection valve member.
  • the shorter switching time and the delayed start of injection enable controlled injection of small amounts of fuel even at high system pressure.
  • Figure 1 shows an embodiment of a fuel injector in longitudinal section.
  • Fig. 2 on an enlarged scale and in longitudinal section a part of the fuel injector shown in Fig. 1 with an embodiment of a control device, and with a first.
  • FIG. 3 shows a part of the control device according to FIG. 2, enlarged again, with the control body holder in a position corresponding to a high system pressure;
  • FIG. 4 shows a representation of the control device corresponding to FIG. 2 with a second embodiment of the control body holder
  • FIG. 5 shows an illustration corresponding to FIG. 2 of the control device with a third embodiment of the control body holder; and Fig. 6 is a representation corresponding to FIG. 2 of the control device with a fourth embodiment of the control body holder.
  • the fuel injector 1 has a housing 14. At the lower end, the housing 14 is connected to a screwed-on holding part 16 designed as a union nut. In the holding part 16, a nozzle body 18 is inserted, the nozzle tip 22 provided with a nozzle needle seat 26 and with a plurality of injection openings 28 protruding from the holding part 16. The injection openings 28 can be closed off by a lower end 34 of an axially adjustable nozzle needle 30 which forms an injection valve member.
  • the nozzle needle 30 extends from the lower nozzle needle seat 26 through an annular space 38 and a bore 32 of the nozzle body 18 and through a central housing bore 40 upward into a region 42 of the housing bore 40 which is enlarged in diameter.
  • the high-pressure fuel connection 10 with the central housing bore 40 or 42 connecting through bore 44 is arranged radially to the longitudinal axis A of the fuel injection valve 1.
  • the nozzle needle 30 has a collar 35 and two piston parts 31, 33 in the upper end part. These piston parts 31, 33 form part of a control device S1 for controlling the adjustment movement of the injection valve member, ie the nozzle needle 30, which is described in more detail below with reference to FIG. 2.
  • the control device S1 u holds a control body 41 which is accommodated in the enlarged region 42 of the housing bore 40 and which is held axially in the housing bore 42 in the manner described below by means of a holding part 43 designed as a union nut and screwed onto the housing 14 with the thread 47.
  • a holding nut 17 is screwed onto an external thread 45 of the holding part 43.
  • An electromagnetically actuable pilot valve 46 is accommodated in the interior of the holding nut 17 and comprises an armature 58 which is fixedly connected to a pilot valve stem 54.
  • the pilot valve stem 54 is pressed down by the force of a compression spring 60. The size of this force can be adjusted by means of a spring tensioning element 62.
  • control pulses from the electronic control unit, which are assigned to the armature 58, of the electromagnet 50 are supplied with control pulses via the electrical connections 12.
  • the spring tensioning element 62 is accommodated in a closing part 64 which seals the fuel injection valve 1 at its upper end. Together with the electromagnet 50, a fuel return connection 66 is installed in the holding nut 17, which has a so-called space 67 surrounding the pilot valve 46 Low pressure zone, in which fuel flows at low pressure, is connected.
  • the control device S1 will now be described with reference to FIG. 2.
  • the nozzle needle 30 protrudes with a certain radial clearance into a lower part 70a of a spacer part 70, which is separated by a between its shoulder surface 82 (or a spacer disk 90 resting thereon) and the collar 35 preloaded nozzle needle spring 68 is continuously pressed with its upper end face 71 onto a lower end face 88 of the control body 41.
  • the second piston part 33 which is diametrically opposed to the first piston part 31, protrudes tightly into a control sleeve 72, which is arranged with a certain radial play inside the spacer part 70 and by a small amount, which cannot be seen in FIG.
  • a control chamber 110 is at least temporarily radially delimited by the control sleeve 72, which - seen in the longitudinal direction of the fuel injection valve 1 - is formed between an upper end face 39 of the second piston part 33 and the lower end face 88 of the control body 41, and which has an outlet opening 77 tapering outlet bore 75 is connected in the control body 41.
  • the outlet opening 77 can be kept closed or opened by a flat seat part 56 of the pilot valve stem 54.
  • the spacer 70 has a passage 100 at its upper end.
  • control chamber 110 is connected via a throttle connection which is not shown in more detail in FIG. 2 (for example a radial depression in the control sleeve end face or a control sleeve end face which has certain leaks) and the like Passage 100 communicates with the space enclosed by the housing bore 40, 42, which is connected to the high-pressure fuel connection 10 via the through-bore 44 and forms a high-pressure zone. If the control sleeve 72 is at a distance from the lower end face 88 of the control body 41, instead of or in addition to the throttled connection, the control chamber 110 is directly connected to the high-pressure zone (via the existing axial gap and the passage 100).
  • the fuel injector is shown in a position before the injection process.
  • the same high pressure prevails in the control chamber 110 closed by the flat seat part 56 of the pilot valve stem 54 as in the high pressure zone.
  • the control sleeve 72 is in an indifferent equilibrium in which all hydraulic forces are balanced.
  • the control chamber 110 is connected to the high-pressure zone via the axial gap between the control sleeve 72 and the lower end face 88 of the control body 41 and via the throttle connection (not shown).
  • the nozzle needle spring 68 holds the nozzle needle 30 in its closed position, in which the lower end 34 of the nozzle needle 30 closes the injection openings 28.
  • the armature 58 is attracted to the electromagnet 50 against the force of the compression spring 60 and the pilot valve stem 54 is thereby raised by a stroke H.
  • the flat seat part 56 of the pilot valve stem 54 exposes the outlet opening 77 of the control body 41.
  • the pressure in the control room 110 drops somewhat. This disturbs the hydraulic balance with respect to the control sleeve 72, and A hydraulic force acts on the control sleeve 72 in the direction of the control body 41, so that it is moved to the lower end face 88 thereof.
  • the control room 110 is only in the throttled connection with the high pressure zone, as a result of which the pressure in the control room 110 drops more. The injection process begins.
  • the pilot valve 46 is again brought into its closed position electronically controlled via the electromagnet 50. Since the outlet opening 77 is now closed again, the fuel replenishment via the throttle connection increases the pressure in the control chamber 110, which affects the upper end face 39 of the control piston part 33.
  • the nozzle needle spring 68 moves the nozzle needle 30 down into the closed position.
  • the control sleeve 72 experiences a hydraulic force away from the lower end face 88 of the control body 41 and releases the axial gap again, through which the control chamber 110 is now connected directly to the high-pressure zone, so that there is a rapid increase in pressure in the control chamber 110, which is a significant causes the injection process to end faster than if the control chamber 110 were to be filled via the throttle connection alone.
  • control body 41 is held in the housing bore 42 in such a way that the hydraulic pressure forces acting on it keep it under elastic deflection of the abutment part designated by 103 in FIGS. 2 and 3, a displacement of the control body 41 in the housing bore 42 by a distance dependent on the size of these hydraulic pressure forces is possible.
  • the size of the deflection of the abutment part 103 or the distance V by which the control body 41 is displaced in the opening direction of the pilot valve stem 54 is linear to the hydraulic pressure forces acting on the control body 41.
  • the hydraulic pressure forces exerted on the control body 41 are transmitted via the abutment part 103 to the holding part 43 and from there via the thread 47 to the housing 14.
  • the stop surface 105 and the support surface 101 are preferably designed in a ring shape, but could also have a completely different shape.
  • control body mounts H2, H3 and H4 show further possible embodiments of control body mounts H2, H3 and H4, in use for the same ones known from FIGS. 1 to 3 Control device S1, the parts of which are therefore still designated by the same reference numerals.
  • the control body 41 which is axially displaceable in the housing bore 42, is in turn supported with its upper end face 102 on an elastically deflectable abutment part 111, which is designed as an annular disk which is located between a shoulder surface 112 on the housing 14 with the Thread 47 screwed holding part 113 and the housing end face 104 is clamped.
  • the lower surface of the disk-shaped abutment part 111 forms both the stop surface 105 assigned to the housing end face 104 and the bearing surface 101 for the control body 41, which is located radially closer to the longitudinal axis A, which in turn is subject to high pressure load on the control body 41, i.e. at high system pressure by elastic deformation of the disk 111 by the amount V of the stop surface 105 can be advanced in the opening direction of the pilot valve 46.
  • This variant of the control body holder H2 is particularly simple and precise in terms of production.
  • an abutment part 118 Arranged in a recess 117 of the holding part 116 is an abutment part 118 which is designed as an annular disc spring and which - seen radially - rests in the inner region with its lower bearing surface 101 on the upper end face 102 of the control body 41 and in the outer region on the upper shoulder surface 119 of Recess 117 is supported.
  • the contact surface 101 and the stop surface 105 lie in the position shown in FIG. 5 in a common plane.
  • the support surface 101 is shifted upward by the amount V relative to the stop surface 105 until the upper plate spring surface 120 comes into contact with the shoulder surface 119.
  • the possible deflection of the abutment part 118 and thus the possible displacement of the control body 41 at high system pressure is defined by the distance of the stop surface 105 from the shoulder surface 119 and by the thickness of the plate spring, the amount V cannot exceed a predefined maximum value.
  • a preferably ring-shaped, elastically deflectable abutment part 123 provided with the stop surface 101 is integrally formed with a holding part 124 screwed onto the housing 14 educated.
  • the holding part 124 and the abutment part 123 differ in shape from the embodiment known from FIGS. 2 and 3.
  • the housing 14 is tapered in diameter in its upper region and surrounded by a relatively solid holding part 124.
  • the abutment part 123 is made narrower in cross section than the abutment part 103 according to FIGS. 2 and 3.
  • the distance of the bearing surface 101 from the stop surface 105 forming the deflection pivot point can be smaller in the variant according to FIG. 6 than in the case of FIG the control body holder Hl according to FIGS. 2 and 3.
  • the choice of the suitable control body mounting variant and its shape and dimensioning depends on the system pressure conditions and therefore also on the axial pressure forces exerted on the control body 41 from below.
  • a controlled and metered injection of a small amount of fuel enables, of course, can also be realized with fuel injection valves, which differ in their entire structure from the fuel injection valve 1 shown in FIG. 1 and / or are equipped with a differently designed control device.
  • the control chamber can be connected to the high-pressure zone in a manner known from EP 0 686 763 and the control device can have one of the embodiments described in this document.
  • the ice spray valve member or the nozzle needle must not be formed in one piece, but rather consist of several elements that are operatively connected to one another and are connected in a driving connection.

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

Un élément de soupape d'injection (30) destiné à fermer ou ouvrir des ouvertures d'injection (28) d'un siège de soupape (22) est logé de manière à coulisser longitudinalement dans un perçage de boîtier (40, 42) d'une soupape d'injection de carburant (1), le mouvement d'ouverture et de fermeture dudit élément étant commandé par l'intermédiaire d'un dispositif de commande (S1). Ledit dispositif de commande (S1) comporte un piston de commande (31, 33) relié activement à l'élément de soupape d'injection (30), ledit piston étant d'une part soumis à la pression du système de carburant s'exerçant dans une zone haute pression, et d'autre part à la pression de commande de carburant dans une chambre de commande. Ladite chambre de commande est logée dans le sens longitudinal de la soupape d'injection de carburant (1) entre une surface frontale de piston et un élément de commande (41) logé dans le perçage de boîtier (40, 42). La pression de la chambre de commande est commandée par ouverture ou fermeture d'une ouverture d'évacuation pratiquée dans l'élément de commande (41) au moyen d'une tige de soupape pilote (54, 56) pouvant être éloignée de l'ouverture d'évacuation.
EP01975946A 2000-11-17 2001-10-25 Soupape d'injection de carburant destinee a des moteurs a combustion interne Withdrawn EP1334270A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
CH224300 2000-11-17
CH22432000 2000-11-17
PCT/CH2001/000634 WO2002040855A1 (fr) 2000-11-17 2001-10-25 Soupape d'injection de carburant destinee a des moteurs a combustion interne

Publications (1)

Publication Number Publication Date
EP1334270A1 true EP1334270A1 (fr) 2003-08-13

Family

ID=4568181

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01975946A Withdrawn EP1334270A1 (fr) 2000-11-17 2001-10-25 Soupape d'injection de carburant destinee a des moteurs a combustion interne

Country Status (3)

Country Link
EP (1) EP1334270A1 (fr)
AU (1) AU2001295357A1 (fr)
WO (1) WO2002040855A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1718862B1 (fr) * 2004-02-25 2010-11-03 Ganser-Hydromag AG Soupape d'injection de carburant pour moteurs a combustion interne

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3856031T2 (de) * 1987-12-02 1998-04-16 Ganser Hydromag Elektronisch gesteuertes Brennstoffeinspritzventil
EP0686763B1 (fr) 1994-06-06 1999-09-01 Ganser-Hydromag Ag Injecteur de combustible pour moteurs à combustion interne
IT1276503B1 (it) * 1995-07-14 1997-10-31 Elasis Sistema Ricerca Fiat Perfezionamenti ad una valvola di dosaggio a comando elettromagnetico, per un iniettore di combustibile.
IT1293433B1 (it) * 1997-07-11 1999-03-01 Elasis Sistema Ricerca Fiat Valvola di dosaggio registrabile per un iniettore di combustibile per motori a combustione interna, e relativo metodo di registrazione.

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0240855A1 *

Also Published As

Publication number Publication date
AU2001295357A1 (en) 2002-05-27
WO2002040855A1 (fr) 2002-05-23

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