EP1347169B1 - Brennstoffeinspritzventil - Google Patents

Brennstoffeinspritzventil Download PDF

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Publication number
EP1347169B1
EP1347169B1 EP20030005939 EP03005939A EP1347169B1 EP 1347169 B1 EP1347169 B1 EP 1347169B1 EP 20030005939 EP20030005939 EP 20030005939 EP 03005939 A EP03005939 A EP 03005939A EP 1347169 B1 EP1347169 B1 EP 1347169B1
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EP
European Patent Office
Prior art keywords
pressure
fluid chamber
fuel injection
fuel
control valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP20030005939
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English (en)
French (fr)
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EP1347169B9 (de
EP1347169A3 (de
EP1347169A2 (de
Inventor
Yoshimasa Watanabe
Kazuhiro Omae
Niro Takaki
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.)
Toyota Motor Corp
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Toyota Motor Corp
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Filing date
Publication date
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Publication of EP1347169A2 publication Critical patent/EP1347169A2/de
Publication of EP1347169A3 publication Critical patent/EP1347169A3/de
Publication of EP1347169B1 publication Critical patent/EP1347169B1/de
Application granted granted Critical
Publication of EP1347169B9 publication Critical patent/EP1347169B9/de
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    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • 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
    • F02M47/025—Hydraulically 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
    • 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

Definitions

  • the invention relates to a fuel injection valve.
  • a fuel injection valve is used to supply fuel to an internal combustion engine, or the like.
  • the fuel injection valve is provided with a jet hole valve which can move in an axial direction within the fuel injection valve.
  • This jet hole valve has an end portion for opening and closing the jet hole, and a base portion positioned on the opposite side to the end portion. When the valve is closed, a high fuel pressure within a pressure chamber is applied to the base portion.
  • the jet hole valve When opening the jet hole using the jet hole valve, first, the fuel pressure within the pressure chamber is reduced. As a result, in contrast to the high fuel pressure which is still applied to the end portion of the jet hole valve, the pressure applied to the base portion of the jet hole valve falls. Due to this pressure difference, the jet hole valve is energized in an opening direction resisting a closing spring which energizes the jet hole valve in a closing direction. Thus, the jet hold valve is moved in the opening direction and the jet hole is opened.
  • the fuel pressure within the pressure chamber is raised.
  • the jet hole valve is moved in a closing direction by the closing spring, and the jet hole is closed.
  • a control valve is necessary to control the fuel pressure within the pressure chamber in order to open and close the jet hole valve as described above.
  • the control valve disclosed in USP 5779149 is operated by an electrostrictive actuator.
  • the control valve is not operated directly by extension of the electrostrictive actuator. Instead, a fluid chamber is interposed between a large diameter piston disposed on the electrostrictive actuator side and a small diameter piston disposed on the control valve side. An extension amount of the electrostrictive actuator is converted in the fluid chamber into a pushing force which acts as an operation force. This pushing force is then transmitted to the control valve.
  • this type of fuel injection valve is modified when used in a diesel engine such that a lift speed of the jet hole valve is varied so as to have at least two steps. By doing so, it is possible to change the injection rate when injecting fuel, and thus it is possible to achieve appropriate fuel injections in accordance with driving condition.
  • opening the jet hole valve this can be achieved if the pressure within the pressure chamber is reduced in two steps.
  • An electrostrictive actuator or magnetic actuator can change an operation force by changing a control amount.
  • the generated operation force is easily changed depending on temperature conditions and the like.
  • a fuel injection valve which includes a control valve, an actuator and elastic support means.
  • the control valve is displaced in order to control a pressure within a pressure chamber acting upon a jet hole valve
  • the actuator generates an operation force for displacing the control valve
  • the elastic support means elastically supports the control valve in resistance to the operation force.
  • the actuator is capable of changing the operation force by controlling a control amount
  • the elastic support means is displaced along with the control valve in accordance with increase of the operation force.
  • the control valve abuts with an abutting member when the control valve is displaced to a chosen intermediate displacement. The abutting member is pushed by a set pushing force generated by a elastic member separate from the elastic support means, this pushing force acting in the opposite direction to the operation force prior to the displacement of the abutting member.
  • the actuator is preferably an electrostrictive actuator.
  • a fluid chamber for converting an extension amount of the electrostrictive actuator into a pushing force which acts as the operation force is preferably provided between the control valve and the electrostrictive actuator.
  • the fluid chamber and a high pressure fuel passage of the fuel injection valve are preferably communicated by a communication passage and a check valve which only permits flow of fuel toward the fluid chamber is preferably disposed in the communication passage.
  • a pin member in the fuel injection valve, is preferably inserted in the communication passage, and high pressure fuel within the high pressure fuel passage, which has reduced pressure due to passing around the pin member, is preferably supplied to the fluid chamber. Furthermore, a groove is preferably formed so as to extend around a circumference of the pin member in a circumferential direction.
  • a first fluid chamber and a second fluid chamber which mutually face each other are preferably provided.
  • the actuator is preferably the electrostrictive actuator
  • the second fluid chamber is preferably disposed between the electrostrictive actuator, for converting the extension amount of the electrostrictive actuator into the pushing force which acts as the operation force, and the control valve.
  • the fluid pressure within the first fluid chamber and the second fluid chamber are preferably equal when the extension amount of the electrostrictive actuator is zero.
  • high pressure fuel from a high pressure fuel passage of the fuel injection valve is preferably supplied to the first fluid chamber and the second fluid chamber, once the pressure of the high pressure fuel has been reduced.
  • the high pressure fuel from the high pressure fuel passage of the fuel injection valve is preferably supplied to the first fluid chamber and the second fluid chamber.
  • a pressure receiving area in the control valve within the first fluid chamber which receives pressure directly or indirectly is set to equal a pressure receiving area in the control valve within the second fluid chamber which receives pressure directly or indirectly.
  • the first fluid chamber and the second fluid chamber which mutually face each other are preferably provided.
  • the actuator is preferably the electrostrictive actuator
  • the second fluid chamber is preferably disposed between the electrostrictive actuator for converting the extension amount of the electrostrictive actuator into the pushing force which acts as the operation force and the control valve.
  • a fluid pressure within the first fluid chamber is preferably maintained at an almost constant pressure which exerts substantially no impact on movement of the control valve and which is set to be equal to or less than a fluid pressure within the second fluid chamber.
  • low pressure fluid is supplied to the first fluid chamber from a low pressure fluid passage of the fuel injection valve.
  • the pressure receiving area in the control valve within the second fluid chamber which receives pressure directly or indirectly is set to be larger than the pressure receiving area in the control valve within the first fluid chamber which receives pressure directly or indirectly.
  • the fuel injection valve according to the invention is provided with the control valve which is displaced in order to control a pressure within the pressure chamber acting upon the jet hole valve, the actuator which generates the operation force for displacing the control valve, and the elastic support means which elastically supports the control valve in resistance to the operation force.
  • the actuator can change the operation force by controlling the control amount, and the elastic support means is displaced along with the control valve in accordance with increase of the operation force.
  • FIG. 1 shows a cross sectional view showing a fuel injection valve according to a first embodiment.
  • This fuel injection valve directly injects fuel into the cylinders of, for example, a diesel engine or an in-cylinder injection type spark ignition internal combustion engine, by injecting high pressure fuel which is pressurized in an accumulator shared by each cylinder.
  • this fuel injection valve is not limited to use with such cylinders, but could be used for executing fuel injection into, for example, an intake port.
  • Reference numeral 1 indicates the body of the fuel injection valve. This body is divided into five portions along a central axis such that a plurality of fuel channels, and the like, within the body can be machined.
  • a first body portion 1a is located closest to a tip of the fuel injection valve 1.
  • a jet hole 2 is formed at the tip of the first body portion 1a.
  • a portion of a high pressure fuel passage 3 leading to the jet hole 2 is also formed in the first body portion 1a.
  • a pressure chamber 5 which abuts with the base portion of the jet hole 4 for opening and closing the jet hole 2 is also formed.
  • the jet hole valve 4 is such that it can close the high pressure fuel passage 3 at the side of the jet hole 2 upstream of the end portion.
  • a valve closing spring 6 which energizes the jet hole valve 4 in a closing direction is disposed within the pressure chamber 5.
  • a second body portion 1b located toward the tip of the fuel injection valve 1 another portion of the high pressure fuel passage 3 and a first fluid chamber 7 are formed.
  • a third body portion 1c located toward the tip of the fuel injection valve 1 a further portion of the high pressure fuel passage 3, and a sliding hole 9 of a control valve 8 which is formed coaxially and which communicates with the first fluid chamber 7, are formed.
  • a fourth body portion 1d located toward the tip of the fuel injection valve 1 another portion of the high pressure fuel passage 3, a control chamber 10 formed coaxially which communicates with the sliding hole 9, and a portion of a low pressure fuel passage 11 communicating with the control chamber 10, are formed.
  • a sliding hole 13 of a small diameter piston 12 formed coaxially and communicating with the control chamber 10 is also formed.
  • a fifth body portion 1e is located at the end of the fuel injection valve 1 nearest to the base end.
  • a further portion of the high pressure fuel passage 3, a portion of the low pressure fuel passage 11, and a sliding hole 15 of a large diameter piston 14 formed so as to communicate with the sliding hole 13 of the small diameter piston 12 are formed in the fifth body portion 1e.
  • a portion of the sliding hole 15 of the large diameter piston 14 and a portion of the sliding hole 13 of the small diameter piston 12 form a second fluid chamber 16 which is filled by fuel and interposed between the large diameter piston 14 and the small diameter piston 12.
  • An electrostrictive actuator 17 is disposed so as to abut with the base side of the large diameter piston 14.
  • a disc spring 18 which energizes the large diameter piston 14 toward the electrostrictive actuator 17 side is disposed in the second fluid chamber 16.
  • the high pressure fuel passage 3 within the fifth body portion 1e has a port leading to the outside of the fuel injection valve which is connected, for example, to an accumulator, not shown, shared by the fuel injection valves of all the cylinders. High pressure fuel within the accumulator is pressurized by a high pressure pump and supplied to the fuel injection valve 1.
  • the low pressure fuel passage 11 also has a port leading to the outside of the fuel injection valve which is connected, for example, to an atmospheric pressure portion of a fuel tank, or the like. A fuel pressure within the low pressure fuel passage 11 is equal to atmospheric pressure.
  • the center of the control valve 8 disposed within the control chamber 10 is configured from a tip side valve 8a and a base portion side valve 8b whose diameters become gradually smaller toward the tip side and base portion side of the fuel injection valve 1, respectively.
  • a valve cylinder 20 which forms a seat portion of this base portion side valve 8b is disposed in the control chamber 10. Furthermore, an adjustment ring 21 which abuts with this valve cylinder 20 is also provided.
  • the control valve 8 is such that it slides within a through hole of the valve cylinder 20 using an expansion sliding portion. Notches are formed in the axial direction of this expansion sliding portion.
  • the tip side valve 8a of the control valve 8 abuts with a seat portion of the sliding hole 9 of the control valve 8 formed in the third body portion 1c, such that communication of the sliding hole 9 and the control chamber 10 can be blocked.
  • the control valve 8 has the expansion sliding portion for sliding within the valve cylinder 20, and also another expansion sliding portion. Thus, the control valve 8 slides coaxially within the valve cylinder 20 and the sliding hole 9.
  • the control valve 8 has a tip portion 8c which protrudes toward the inside of the first fluid chamber 7 formed in the second body portion 1b, and a shoulder portion 8d.
  • the control valve 8 is energized toward the electrostrictive actuator 17 side by pushing force from a first spring 22 (also referred to as elastic support means 22) via the tip portion 8c.
  • an abutting member 23 is disposed which surrounds the shoulder portion 8d and has a through hole which the tip portion 8c of the control valve 8 passes through.
  • This abutting member 23 has a first abutting surface 23a which surrounds the through hole and which is abutted by the shoulder portion 8d of the control valve 8 due to displacement of the control valve 8.
  • the abutting member 23 has a second abutting surface 23b which abuts with an inner wall of the first fluid chamber 7 on the electrostrictive actuator 17 side by pushing force of a second spring 24.
  • the second fluid chamber 16 and the high pressure fuel passage 3 are communicated by a communicating passage 25.
  • a check valve 26 which only permits fuel flow toward the second fluid chamber 16 is disposed in this communicating passage 25.
  • a pin member 27 is inserted in the communicating passage 25.
  • a groove 27a which extends in a circumferential direction is formed around the circumference of the pin member 27.
  • the communicating passage 25 which decreases the pressure of the pressurized fuel from the high pressure fuel passage 3 and supplies it to the first fluid chamber 7 and the second fluid chamber 16, is connected to the low pressure fuel passage 11 via an orifice 30. Depending on a fuel amount flowing to the low pressure fuel passage 11 via the orifice 30, the pressure of fuel supplied to the first fluid chamber 7 and the second fluid chamber 16 is maintained at a set pressure which is equal to or above atmospheric pressure.
  • the low pressure fuel passage 11 supplies low pressure fuel for lubrication to the circumference of a sliding O-ring 31 of the large diameter piston 14.
  • FIG. 2 shows cross sections of the area around the control valve 8, in order to explain a displacement control of the control valve 8 in the fuel injection valve.
  • FIG. 2 (A) shows, like FIG. 1, the fuel injection valve when the control valve 8 has a zero displacement. At this time, voltage is not applied to the electrostrictive actuator 17 and thus its extension amount is zero. As a result, the fuel pressure within the second fluid chamber 16 is the fuel pressure of the fuel supplied from the communicating passage 25 and is equal to the fuel pressure within the first fluid chamber 7.
  • a pressure receiving area in the control valve 8 within the second fluid chamber 16 which indirectly receives pressure via the small diameter piston 12, namely, the area of the small diameter piston 12 on the second fluid chamber 16 side, and the receiving area in the control valve 8 within the first fluid chamber 7 which directly receives pressure, namely, the cross sectional area of the expansion sliding portion of the control valve 8 with respect to the sliding hole 9 of the third body portion 1c, are equal. Accordingly, at this time, the mutually opposing pushing forces received by the control valve 8 from the fuel within the first fluid chamber 7 and the fuel within the second fluid chamber 16 become equal.
  • the base portion side valve 8b abuts with the valve cylinder 20 and thus communication of the control chamber 10 and the low pressure fuel passage 11 is blocked.
  • the first spring 22 is displaced and compressed such that a first set pushing force is applied to the control valve 8 by the first spring 22.
  • the high pressure fuel passage 3 is communicated with both the control chamber 10 via an orifice 32 and the pressure chamber 5 via an orifice 33.
  • the pressure chamber 5 is communicated with the control chamber 10 via an orifice 34, and the sliding hole 9 via an orifice 35.
  • the control valve 8 has a zero displacement
  • the sliding hole 9 and the control chamber 10 are communicated.
  • the fuel pressure within the sliding hole 9 also becomes the high fuel pressure within the high pressure fuel passage 3, as indicated by the check shading.
  • the second spring 24 is displaced and compressed such that a second set pushing force is applied to the abutting member 23 by the second spring 24.
  • the applied voltage is raised further which increases the fuel pressure within the second fluid chamber 16 even more.
  • the pushing force applied to the control valve 8 via the second fluid chamber 16 is increased, until this pushing force offsets the second set pushing force of the abutting member 23, the abutting member 23 is not displaced, and, accordingly, the control valve 8 is also not displaced.
  • control valve 8 is maintained at the intermediate displacement, at which the base portion side valve 8b of the control valve 8 is separated from the valve cylinder 20.
  • the control chamber 10 and the low pressure fuel passage 11 are communicated and the tip side valve 8a of the control valve 8 does not block the sliding hole 9.
  • the fuel pressure within the control chamber 10 is reduced to the atmospheric pressure within the low pressure fuel passage 11.
  • some of the high pressure fuel from the high pressure fuel passage 3 outflows to the pressure chamber 5 via the orifice 33.
  • the fuel pressure within the pressure chamber 5 is within the dotted area indicated in the figure, decreases at a speed in accordance with the difference between the total fuel outflow amount and the total fuel inflow amount, namely, the relative fuel outflow amount.
  • the fuel pressure within the pressure chamber 5 is reduced to a predetermined pressure, and the jet hole valve 4 begins to open when a total valve closing direction pushing force (including the pushing force generated by the valve closing spring 6) of the jet hole valve 4 becomes a fraction smaller than a total valve opening direction pushing force.
  • a total valve closing direction pushing force including the pushing force generated by the valve closing spring 6
  • the jet hole valve 4 becomes a fraction smaller than a total valve opening direction pushing force.
  • control chamber 10 is communicated with the low pressure fuel passage 11 by the control valve 8.
  • the communication of the sliding hole 9 and the control chamber 10 by the tip side valve 8a is blocked, or in other words, as compared to the intermediate displacement of the control valve 8 shown in FIG. 2 (B), the outflow of some of the high pressure fuel within the pressure chamber 5 to the control chamber 10 from the sliding hole 9 via the orifice 35 does not occur.
  • the total fuel outflow amount is greater than the total fuel inflow amount and the fuel pressure within the pressure chamber 5 decreases within the indicated dotted area.
  • the jet hole valve 4 begins to open.
  • the valve opening speed of the jet hole valve 4 is slow since the relative fuel outflow amount from the pressure chamber 5 is smaller.
  • the time taken for the fuel pressure within the pressure chamber 5 to reduce to the predetermined pressure is longer.
  • FIG. 3 is a graph showing a relationship between a pushing force from the electrostrictive actuator 17 acting via the second fluid chamber 16 and the displacement of the control valve 8, in the fuel injection valve. A summary of the previous explanation will be given using this graph.
  • the control valve 8 When the pushing force becomes P2 and the second set pushing force generated by the second spring 24 is offset, the control valve 8 begins to be displaced along with the abutting member 23. At this time, the first spring 22, and at the same, the second spring 24 energizing the abutting member 23, must be displaced, and thus the increase in the displacement accompanying the increase in the pushing force is slow, as compared to that prior to the intermediate displacement being reached.
  • the control valve 8 reliably has a zero displacement when no voltage is applied to the electrostrictive actuator 17. Moreover, when voltage is applied to the electrostrictive actuator 17 via the second fluid chamber 16 such that the pushing force becomes equal to or more than P3, the control valve 8 reliably has the maximum displacement. Furthermore, when voltage is applied to the electrostrictive actuator 17 via the second fluid chamber 16 such that pushing force is within the range from P1 to P2, the control valve 8 reliably has a chosen intermediate position.
  • the second fluid chamber 16 is formed between the large diameter piston 14 on the electrostrictive actuator 17 side and the small diameter piston 12 on the control valve 8 side.
  • the fuel injection valve utilizes the electrostrictive actuator 17 for the operation of the control valve 8.
  • other actuators may be used which can change the operation force for the control valve using control of a control amount such as voltage, so as to combine the electrostrictive actuator and the fluid chamber.
  • a solenoid actuator can be used for operation of the control valve.
  • This solenoid actuator can directly generate an operation force for the control valve such as a magnetic attraction force or a magnetic repulsion force, by controlling a control amount, that is, voltage. As a result, it is also possible to omit usage of a second fluid chamber.
  • FIG. 4 A fuel injection valve according to a second embodiment of the invention is shown in FIG. 4.
  • additional reference numerals have been attached to relevant members. However, since all other members are the same as those in the fuel injection valve shown in FIG. 1, explanation of these members will be omitted here.
  • the first fluid chamber 7 is filled with atmospheric pressure fuel due to communication with the low pressure fuel passage 11.
  • the volumetric capacity of the first fluid chamber 7 decreases along with displacement of the control valve 8.
  • the pressure within the first fluid chamber 7, including the branched passage 29 set with a set pressure higher than atmospheric pressure becomes slightly higher, this causes the pushing force via the second fluid chamber 16 to rise enough to displace the control valve 8.
  • the first fluid chamber 7 communicates with the low pressure fuel passage 11 as in this fuel injection valve, even if the volumetric capacity of the first fluid chamber 7 decreases along with displacement of the control valve 8 in the above described manner, the pressure within the first fluid chamber 7 does not rise.
  • control of the electrostrictive actuator 17 such that the control valve 8 has the chosen intermediate displacement can be easily executed.
  • high pressure fuel from the high pressure fuel passage 3 whose pressure has been reduced by the pin member 27 and the orifice 28 is supplied to the second fluid chamber 16, as was the case with the fuel injection valve shown in FIG. 1. Accordingly, the fuel pressure within the second fluid chamber 16 is normally higher than atmospheric pressure.
  • a small diameter piston 12' for transmitting a pushing force to the control valve 8 has a larger diameter than the equivalent piston of the fuel injection valve shown in FIG. 1.
  • a fuel injection valve according to a third embodiment of the invention is shown in FIG. 5.
  • additional reference numerals have been attached to relevant members.
  • the second fluid chamber 16 communicates with the high pressure fuel passage 3 via the check valve 26. Therefore, according to this fuel injection valve, as a result of communication of both the first fluid chamber 7 and the second fluid chamber 16 with the high pressure fuel passage 3, the first fluid chamber 7 and the second fluid chamber 16 are filled with high pressure fuel.
  • the first fluid chamber 7 communicates with the high pressure fuel passage 3 in this way, as with the fuel injection valve of the second embodiment, even if the volumetric capacity of the first fluid chamber 7 decreases along with displacement of the control valve 8, the pressure within the first fluid chamber 7 does not rise.
  • control of the electrostrictive actuator 17 such that the control valve 8 has the chosen intermediate displacement can be easily executed.
  • fuel is supplied to the first fluid chamber 7 and the second fluid chamber 16.
  • a hydraulic fluid other than fuel may be used.
  • the fuel injection valves according to the invention can easily achieve fuel injection with changeable injection rates. Accordingly, for example, the fuel injection methods explained below are possible.
  • FIG. 6 shows a time chart for one fuel injection method.
  • the vertical axis shows the fuel injection rate.
  • the fuel pressure in the vicinity of the jet hole within the fuel injection valve rises rapidly, and thus it is possible to inject the small amount of fuel of the pilot injection at high speed.
  • This pilot injection fuel which is injected at high speed has great penetration force. Therefore, even though the injection amount is small, the injected fuel reaches the vicinity of the periphery area of the combustion chamber and then combusts. Accordingly, the fuel injected at the time of the main fuel injection begins combustion from the section of the fuel which reaches the combustion gas generated by the pilot fuel injection and formed at the periphery area of the combustion chamber. Following this, the main injection fuel combusts toward the center of the combustion chamber from the periphery area. As a result, a combustion temperature of the main injection fuel is comparatively low and the generation of NOx is inhibited.
  • the lift speed of the jet hole valve 4 is comparatively slow for the main fuel injection, the fuel injection rate during the start of the main fuel injection is comparatively low. Accordingly, even if the fuel injection timing is advanced, no detrimental effect on the combustion state occurs, and thus it is possible to complete the fuel injection with a comparatively fast timing. Moreover, it is also possible to constrain the increase in smoke generated due to fuel injected during the expansion stroke which has a reduced combustion temperature.
  • FIG. 7 shows a time chart for another fuel injection method, similar to that shown in FIG. 6.
  • the control valve 8 is maintained at the intermediate displacement and the lift speed of the jet hole valve 4 is slow for the pilot fuel injection.
  • the control valve 8 is set to the maximum displacement and the lift speed of the jet hole valve 4 is set to be comparatively slow.
  • the control valve 8 is set to the intermediate displacement and the lift speed of the jet hole valve 4 is set to be fast.
  • FIG. 8 shows a time chart for a further fuel injection method, similar to that shown in FIG. 6.
  • the pilot fuel injection is executed at a comparatively early period of the compression stroke, the control valve 8 is set to the maximum displacement and the lift speed of the jet hole valve 4 is set to be slow during the pilot fuel injection. Meanwhile, during the main fuel injection as well, the control valve 8 is set to the maximum displacement and the lift speed of the jet hole valve 4 is set to be slow.
  • a potential problem could occur, since in the comparatively early period of the compression stroke, the pressure and the temperature of the combustion chamber do not rise sufficiently, and the piston is also at a position away from top dead center. As a result, it is possible that the injection fuel could reach the internal cylinder walls while remaining in a liquid state and easily attach to the walls. This attached fuel could then cause dilution of the lubricating oil.
  • FIG. 9 shows a time chart for a further fuel injection method, similar to that shown in FIG. 6.
  • a post fuel injection in which fuel is injected again is executed after the main fuel injection.
  • the post fuel injection is executed in order to inhibit the generation of exhaust smoke resulting from incomplete combustion of fuel when the amount of the main fuel injection is large.
  • the post fuel injection is executed during the expansion stroke when the temperature and pressure within the combustion chamber is reduced.
  • the piston is at a position away from top dead center.
  • the control valve 8 is set to the maximum displacement and the lift speed of the jet hole valve 4 is set to be comparatively slow. Accordingly, the penetration force of the post injection fuel is reduced and adherence to the internal cylinder walls is inhibited.
  • FIG. 10 shows a time chart for yet another fuel injection method, similar to that shown in FIG. 6.
  • the control valve 8 is set to the intermediate displacement and when lift of the jet hole valve 4 is started the control valve 8 is set to the maximum displacement.
  • the fuel injection rate is set comparatively low so as to inhibit, in particular, the generation of substantial noise due to one-time ignition combustion of large amounts of fuel during the initial period of fuel injection.
  • the control valve 8 is set to the maximum displacement and the lift speed of the jet hole valve 4 is set comparatively slow during the main fuel injection.
  • the reduction speed of the fuel pressure within the pressure chamber 5 is slowed. Due to this, it requires a comparatively long time period for the high fuel pressure within the pressure chamber 5 to reduce to a pressure at which lift of the jet hole valve 4 in resistance to the valve closing spring 6 starts. In other words, the time delay between issuing the fuel injection command and the start of the actual fuel injection increases.
  • the control valve 8 is set to the intermediate displacement thus speeding up the reduction speed of the fuel pressure within the pressure chamber 5.
  • the control valve 8 is set to the maximum displacement. Following this, the relative fuel outflow amount from the pressure chamber 5 is set to be small, the lift speed of the jet hole valve 4 is slowed and the injection rate during the actual fuel injection is lowered.
  • whether the lift of the jet hole valve 4 has started may be observed using the fuel pressure within the pressure chamber 5, observed directly from the lift of the jet hole valve 4, or determined based on a set time according to the fuel pressure within the high pressure fuel passage 3. Furthermore, although the jet hole valve 4 is set to the maximum displacement prior to the actual start of lift of the jet hole valve 4, it is possible to reduce the time delay, depending on the setting of the jet hole valve 4 to the intermediate displacement.
  • the fuel injection valve according to the invention is provided with the control valve 8 which is displaced in order to control the pressure within the pressure chamber 5 applied to the jet hole valve 4, the electrostrictive actuator 17 which generates an operation force for displacing the control valve (8), and the elastic support means 22 which elastically supports the control valve in resistance to the operation force. Furthermore, the actuator 17 can change the operation force by controlling the control amount, and the elastic support means 22 is displaced along with the control valve 8 in accordance with increase of the operation force. In addition, when the control valve 8 is displaced to the chosen intermediate position it abuts with the abutting member 23.
  • This abutting member 23 is pushed by the set pushing force, generated by the second spring 24 which is separate from the elastic support means 22, which acts in the opposite direction to the operation force prior to the displacement of the abutting member.

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

Claims (11)

  1. Kraftstoffeinspritzventil (1), das mit einem Steuerungsventil (8), das zum Steuern eines Drucks innerhalb einer Druckkammer (5) verschoben wird, der auf ein Sprühlochventil (4) wirkt, einem Stellglied (17), das eine Betätigungskraft zum Verschieben des Steuerungsventils (8) erzeugt, und einer elastischen Stützeinrichtung (22, 22') versehen ist, die elastisch das Steuerungsventil (8) unter Widerstand auf die Betätigungskraft stützt, wobei das Stellglied (17) fähig ist, die Betätigungskraft durch Steuern eines Steuerungsbetrags zu ändern,
    wobei die elastische Stützeinrichtung (22, 22') gemeinsam mit dem Steuerungsventil (8) gemäß der Vergrößerung der Betätigungskraft verschoben wird,
    wobei das Steuerungsventil (8) an ein Anstoßelement (23) anstößt, wenn das Steuerungsventil (8) auf eine ausgewählte mittlere Verschiebung verschoben wird, und
    wobei das Anstoßelement (23) durch eine eingerichtete Schubkraft geschoben wird, die durch ein elastisches Element (24) erzeugt wird, das getrennt von der elastischen Stützeinrichtung (22, 22') ist, wobei diese Schubkraft in die entgegengesetzte Richtung zu der Betätigungskraft wirkt, die vor der Verschiebung des Anstoßelements (23) wirkt,
    wobei der Anstieg der Verschiebung des Steuerungsventils (8) in Relation zu der Vergrößerung der Schubkraft bei einer Verschiebung, die größer als die mittlere Verschiebung ist, niedriger ist als bei einer Verschiebung, die unterhalb der mittleren Verschiebung liegt.
  2. Kraftstoffeinspritzventil gemäß Anspruch 1,
    dadurch gekennzeichnet, dass
    das Stellglied (17) ein magnetostriktives Stellglied (17) ist,
    wobei eine Fluidkammer (16) zum Umwandeln eines Ausdehnungsbetrags des magnetostriktiven Stellglieds (17) in eine Schubkraft, die als die Betätigungskraft wirkt, zwischen dem Steuerungsventil (8) und dem magnetostriktiven Stellglied (17) vorgesehen ist,
    wobei die Fluidkammer (16) und ein Hochdruckkraftstoffdurchgang (3) des Kraftstoffeinspritzventils (1) in Verbindung durch einen Verbindungsdurchgang (25) stehen, und
    wobei ein Rückschlagventil (26), das eine Strömung des Kraftstoffs nur in Richtung auf die Fluidkammer (26) gestattet, in dem Verbindungsdurchgang (25) angeordnet ist.
  3. Kraftstoffeinspritzventil gemäß Anspruch 2,
    dadurch gekennzeichnet, dass
    ein Stiftelement (27) in den Verbindungsdurchgang (25) eingesetzt ist,
    wobei Hochdruckkraftstoff innerhalb des Hochdruckkraftstoffdurchgangs (3), der aufgrund des Hindurchtretens um ein Stiftelement (27) einen verringerten Druck hat, der Fluidkammer (16) zugeführt wird, und
    wobei eine Vertiefung (27a) ausgebildet ist, so dass sie sich um einen Umfang des Stiftelements (27) in einer Umfangsrichtung erstreckt.
  4. Kraftstoffeinspritzventil gemäß Anspruch 1,
    gekennzeichnet durch:
    eine erste Fluidkammer (7) und eine zweite Fluidkammer (16), die wechselseitig zueinander weisen; und dadurch gekennzeichnet, dass
    das Stellglied (17) ein magnetostriktives Stellglied (17) ist,
    wobei die zweite Fluidkammer (16) zwischen dem magnetostriktiven Stellglied (17) zum Umwandeln eines Ausdehnungsbetrags des magnetostriktiven Stellglieds (17) in eine Schubkraft, die als die Betätigungskraft wirkt, und dem Steuerungsventil (8) angeordnet ist, und
    wobei Fluiddrücke innerhalb der ersten Fluidkammer (7) und der zweiten Fluidkammer (16) gleich sind, wenn der Ausdehnungsbetrag des magnetostriktiven Stellglieds (17) Null beträgt.
  5. Kraftstoffeinspritzventil gemäß Anspruch 4,
    dadurch gekennzeichnet, dass
    der Hochdruckkraftstoff aus dem Hochdruckkraftstoffdurchgang (3) des Kraftstoffeinspritzventils (1) der ersten Fluidkammer (7) und der zweiten Fluidkammer (16) zugeführt wird, nachdem einmal der Druck des Hochdruckkraftstoffs verringert wurde.
  6. Kraftstoffeinspritzventil gemäß Anspruch 4,
    dadurch gekennzeichnet, dass
    der Hochdruckkraftstoff aus einem Hochdruckkraftstoffdurchgang (3) des Kraftstoffeinspritzventils (1) der ersten Fluidkammer (7) und der zweiten Fluidkammer (16) zugeführt wird.
  7. Kraftstoffeinspritzventil gemäß einem der Ansprüche 4 bis 6, gekennzeichnet durch:
    eine Druckaufnahmefläche bei dem Steuerungsventil (8), die einen Druck entweder direkt oder indirekt innerhalb der ersten Fluidkammer (7) aufnimmt, die gleich einer Druckaufnahmefläche bei dem Steuerungsventil (8) ist, die einen Druck entweder direkt oder indirekt innerhalb der zweiten Fluidkammer (16) aufnimmt.
  8. Kraftstoffeinspritzventil gemäß Anspruch 1,
    gekennzeichnet durch:
    eine erste Fluidkammer (7) und eine zweite Fluidkammer (16) die wechselseitig zueinander weisen; und dadurch gekennzeichnet, dass
    das Stellglied (17) ein magnetostriktives Stellglied (17) ist,
    wobei die zweite Fluidkammer (16) zwischen dem magnetostriktiven Stellglied (17) zum Umwandeln eines Ausdehnungsbetrags des magnetostriktiven Stellglieds (17) in eine Schubkraft, die als die Betätigungskraft wirkt, und dem Steuerungsventil (8) angeordnet ist, und
    wobei ein Fluiddruck innerhalb der ersten Fluidkammer (7) auf einem nahezu konstanten Druck beibehalten wird, der im Wesentlichen keinen Stoß auf eine Bewegung des Steuerungsventils (8) ausübt, und der so eingerichtet ist, dass er gleich wie oder geringer als ein Fluiddruck innerhalb der zweiten Fluidkammer (16) ist.
  9. Kraftstoffeinspritzventil gemäß Anspruch 8,
    dadurch gekennzeichnet, dass
    Niederdruckfluid der ersten Fluidkammer (7) aus einem Niederdruckfluiddurchgang (11) des Kraftstoffeinspritzventils (1) zugeführt wird.
  10. Kraftstoffeinspritzventil gemäß einem der Ansprüche 8 oder 9, gekennzeichnet durch:
    eine Druckaufnahmefläche bei dem Steuerungsventil (8), die einen Druck entweder direkt oder indirekt innerhalb der zweiten Fluidkammer (16) aufnimmt, die so eingerichtet ist, dass sie größer als eine Druckaufnahmefläche bei dem Steuerungsventil (8) ist, die einen Druck entweder direkt oder indirekt innerhalb der ersten Fluidkammer (7) aufnimmt.
  11. Kraftstoffeinspritzventil gemäß einem der Ansprüche 1 bis 10,
    dadurch gekennzeichnet, dass
    während einer Bedingung der mittleren Verschiebung eine Steuerungskammer (10) und die Druckkammer (5) mit einem Niederdruckkraftstoffdurchgang (11) verbunden sind, und wobei während einer Bedingung der maximalen Verschiebung nur die Druckkammer (5) mit dem Niederdruckkraftstoffdurchgang (11) verbunden ist.
EP20030005939 2002-03-18 2003-03-17 Brennstoffeinspritzventil Expired - Lifetime EP1347169B9 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2002074149 2002-03-18
JP2002074149A JP3891866B2 (ja) 2002-03-18 2002-03-18 燃料噴射弁

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Publication Number Publication Date
EP1347169A2 EP1347169A2 (de) 2003-09-24
EP1347169A3 EP1347169A3 (de) 2004-05-06
EP1347169B1 true EP1347169B1 (de) 2006-06-07
EP1347169B9 EP1347169B9 (de) 2006-09-13

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JP4214962B2 (ja) * 2004-07-08 2009-01-28 株式会社デンソー 駆動力伝達装置およびインジェクタ
CN114439662B (zh) * 2022-02-22 2023-04-18 一汽解放汽车有限公司 一种切换阀及共轨系统

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Publication number Priority date Publication date Assignee Title
US5779149A (en) * 1996-07-02 1998-07-14 Siemens Automotive Corporation Piezoelectric controlled common rail injector with hydraulic amplification of piezoelectric stroke
EP1041272B1 (de) * 1999-04-01 2004-10-27 Delphi Technologies, Inc. Brennstoffeinspritzventil
JP2002364483A (ja) * 2001-06-07 2002-12-18 Denso Corp 燃料噴射装置

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JP2003269291A (ja) 2003-09-25
JP3891866B2 (ja) 2007-03-14
DE60305766T2 (de) 2007-06-14
EP1347169B9 (de) 2006-09-13
EP1347169A3 (de) 2004-05-06
DE60305766D1 (de) 2006-07-20
ES2264501T3 (es) 2007-01-01
EP1347169A2 (de) 2003-09-24

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