EP1359319B1 - Injecteur de carburant - Google Patents

Injecteur de carburant Download PDF

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Publication number
EP1359319B1
EP1359319B1 EP03252437A EP03252437A EP1359319B1 EP 1359319 B1 EP1359319 B1 EP 1359319B1 EP 03252437 A EP03252437 A EP 03252437A EP 03252437 A EP03252437 A EP 03252437A EP 1359319 B1 EP1359319 B1 EP 1359319B1
Authority
EP
European Patent Office
Prior art keywords
fuel
valve needle
injector
chamber
pressure
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
EP03252437A
Other languages
German (de)
English (en)
Other versions
EP1359319A3 (fr
EP1359319A2 (fr
Inventor
P. Buckley
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.)
Delphi Technologies Inc
Original Assignee
Delphi Technologies Inc
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 Delphi Technologies Inc filed Critical Delphi Technologies Inc
Publication of EP1359319A2 publication Critical patent/EP1359319A2/fr
Publication of EP1359319A3 publication Critical patent/EP1359319A3/fr
Application granted granted Critical
Publication of EP1359319B1 publication Critical patent/EP1359319B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift

Definitions

  • the invention relates to a fuel injector for use in delivering fuel to a combustion space of an internal combustion engine.
  • the invention relates to a unit injector for an internal combustion engine or to an injector for use with a unit pump for an internal combustion engine.
  • a pumping element is operable to pressurise fuel within a pumping chamber to a high level, and delivers fuel to an associated injector delivery chamber.
  • the injector is arranged within a common housing with the pump components and a high pressure fuel line defined within the common housing provides a communication path between the pumping chamber and the injector delivery chamber.
  • the injector includes a valve needle which is slidable within a bore provided in a nozzle body housing and engageable with a valve needle seating to control fuel delivery, through one or more injector outlets, to an associated engine cylinder.
  • the valve needle is typically spring biased towards the seating by means of a spring located within a chamber at an end of the valve needle remote from the outlet.
  • the pump elements are usually remotely spaced from the injector components and a separate high pressure fuel line connects a pump outlet to an injector inlet. Such arrangements may also be referred to as "unit pump/injector" arrangements.
  • the pumping element takes the form of a pumping plunger which is reciprocable within a plunger bore under the influence of a drive arrangement to pressurise fuel within the pumping chamber.
  • a spill valve is operable to open and close communication between the pumping chamber and a low pressure drain. When the spill valve is open, reciprocal movement of the pumping plunger within the bore will cause fuel to be drawn into and displaced from the pumping chamber to the low pressure drain. When the spill valve is closed, communication between the pumping chamber and the low pressure drain is broken so that reciprocal movement of the plunger causes fuel pressure within the pumping chamber to increase.
  • a point will be reached during pumping at which the hydraulic forces acting on thrust surfaces of the valve needle due to the supply of high fuel pressure to the delivery chamber are sufficient to overcome the force of the spring, and the valve needle is caused to lift from its seating to commence injection.
  • the pressure at which the injector is caused to lift from its seating is commonly referred to as the "nozzle opening pressure”. If the spill valve is opened, fuel within the pumping chamber is displaced to drain as plunger movement continues and the valve needle is returned to its seated position, by means of the spring force, to terminate injection.
  • the spring pre-load determines the pressure at which valve needle opening occurs, and this is typically set by means of a shim located between an end of the valve needle remote from injector outlet and the spring.
  • the injector For some applications it is desirable for the injector to have a variable nozzle opening pressure. In particular, it is desirable for the nozzle opening pressure to be relatively high for mid-engine speeds, and lower at rated (maximum) engine speed. It is known to achieve a variable nozzle opening pressure by providing the injector with an electronically controlled injection control valve for actuating valve needle movement, but such systems are relatively complex and costly.
  • US 6,269,795 discloses a fuel injector suitable for use with a unit-pump.
  • the fuel injector includes a valve needle biased into a closed position by a helical spring disposed within a spring chamber which is filled with fuel.
  • the valve needle has a surface associated therewith that protrudes into the spring chamber such that the fuel within the spring chamber acts to damp opening movement of the valve needle.
  • a fuel injector for an internal combustion engine according to claim 1.
  • the injector may form part of a fuel system including a pump having a pumping plunger which is operable to pressurise fuel within a pumping chamber from where fuel is supplied to the delivery chamber of the injector.
  • the pump has an associated spill valve to control communication between the pump chamber and a low pressure drain. When the spill valve is open, movement of the pumping plunger causes fuel to be drawn into and displaced from the pumping chamber, and when the spill valve is closed fuel is unable to escape to the low pressure drain such that fuel within the pumping chamber is pressurised and a pressure wave is delivered to the high pressure supply passage.
  • the injector includes a piston associated with the valve needle, wherein a surface of the piston defines the pressure chamber.
  • the injector includes a spring for urging the valve needle towards the valve needle seating.
  • the spring is housed within a spring chamber and is preferably engaged between a first surface associated with the valve needle and a shim located within the spring chamber. Appropriate selection of the shim enables the spring pre-load to be set to a desired amount.
  • the spring may be engaged between a first surface associated with the valve needle and a surface of the spring chamber.
  • the piston acts on the valve needle through a push rod which extends through the spring.
  • a surface of the valve needle defines the pressure chamber.
  • the high pressure supply passage is preferably defined by a first drilling provided in a further injector housing. Both the first flow path and the second flow path are defined, in part, by a common region of the high pressure supply passage, and the second flow path is further defined by a second drilling defined, at least in part, within said further injector housing.
  • the second drilling preferably communicates with the first drilling through a branch passage defined by a recess provided in an upper surface of an injector housing.
  • the high pressure supply passage is provided with a restriction to reduce the pressure of fuel acting on a thrust surface of the valve needle during injection to a level below that prior to injection.
  • a fuel injection system comprising a unit fuel pump having a pumping plunger which is operable to pressurise fuel within a pumping chamber, a spill valve for controlling communication between the pumping chamber and a low pressure drain, and an injector as described above.
  • the fuel pump typically takes the form of a so-called "unit injector" in which the pumping plunger and the injector are arranged within a common unit.
  • FIGS. 1 and 2 show an injector which does not form a part of the invention but which is described here to aid understanding of the invention.
  • the injector includes a nozzle body 10 provided with a blind bore 12 within which a valve needle 14 is slidable.
  • the valve needle 14 is engageable with a valve needle seating (not identified) to control fuel delivery through one or more injector outlets (not shown) into an associated engine cylinder or other combustion space.
  • the valve needle 14 is provided with a plurality of flats, slots or grooves 16 on its outer surface which permit fuel to flow from an annular chamber 18 defined by an enlarged region of the bore 12 to a delivery chamber 20 defined by a downstream region of the bore 12.
  • the valve needle 14 also includes one or more thrust surfaces (not shown) exposed to fuel pressure within the delivery chamber 20 such that a force due to fuel pressure acting on the thrust surface serves to urge the valve needle 14 away from the valve needle seating.
  • the annular chamber 18 receives fuel at high pressure through a high pressure supply passage 22 defined by a plurality of drillings provided in various injector housing parts.
  • the high pressure supply passage 22 communicates with an injector inlet 24 which receives pressurised fuel from a fuel pump (not shown).
  • the pump is of the type including a pumping plunger which is driven to pressurise fuel within a pumping chamber.
  • a spill valve of the pump is operable to control communication between the pumping chamber and a low pressure drain so that when the spill valve is open, movement of the pumping plunger causes fuel to be drawn into and displaced from the pumping chamber, and when the spill valve is closed fuel is unable to escape to the low pressure drain such that fuel within the pump chamber is pressurised to a high level as the pumping plunger performs a pumping stroke.
  • High pressure fuel is typically delivered from the pumping chamber to the inlet 24 of the injector under the control of a delivery valve.
  • a first injector housing part 23 provided with a stepped blind bore, a lower portion of which defines a spring chamber 26 housing a compression spring 28.
  • One end of the spring 28 acts on an upper surface of the valve needle 14 and the other end of the spring 28 engages the step in the bore within the chamber 26, such that the spring 28 urges the valve needle 14 towards the valve needle seating.
  • the piston 30 is slidable within the bore in the injector housing 23 and is coupled to the valve needle 14 through a push rod (not visible in the view shown) which extends through the spring 28.
  • an upper surface of the piston 30 defines, together with the blind end of the bore in the injector housing 23, a pressure chamber 32 which communicates continuously with a portion of the high pressure supply passage 22 through a first restriction 34 defined by a drilling in the injector housing 23.
  • a low pressure drain passage 36 provides a return flow path for leakage fuel in the spring chamber 26 to low pressure, the low pressure drain passage 36 being defined partially within the first injector housing 23 and partially within a second injector housing 38 in abutment with the first injector housing 23.
  • the pressure chamber 32 communicates with the low pressure drain passage 36 through a second restriction 40 defined by an additional drilling in the first injector housing part 23, in a position generally adjacent to the first restriction 34.
  • the second restriction 40 permits a continuous flow of fuel from the pressure chamber 32 to low pressure at a restricted rate.
  • the first restriction 34 permits fuel to flow from the high pressure flow passage 22 into the pressure chamber 32 at a restricted rate, fuel delivered to the pressure chamber 32 also being able to flow continuously from the pressure chamber 32 to the low pressure passage 36 at restricted rate through the second restriction 40, as shown in Figure 2.
  • the first and second restrictions 34, 40 respectively may be shaped to enable similar or the same rates of fuel flow therethrough, or different flow rates.
  • the first and second housing parts 23, 38 and the upper end of the nozzle body 10 are received within a cap nut 42 in a conventional manner.
  • the injector takes the form of a so-called "unit injector"
  • the pumping plunger and associated pump components of the pump for supplying high pressure fuel to the delivery chamber 20 are arranged within a common housing.
  • a point will be reached at which the force acting on the valve needle thrust surface due to fuel pressure within the delivery chamber 20 is sufficient to overcome the combined force of the spring 28 and the force due to fuel pressure within the pressure chamber 32 acting on the piston 30, and the valve needle 14 is caused to lift away from the valve needle seating to commence injection.
  • the nozzle opening pressure at which the valve needle 14 is caused to lift from the valve needle seating to initiate injection is determined by the force due to fuel pressure within the delivery chamber 20 acting on the surface area of the thrust surface of the valve needle, the pre-load of the spring 28 and the force due to fuel pressure within the pressure chamber 32 acting on the surface area of the piston 30.
  • the pressure difference between the pressure chamber 32 and the delivery chamber 20 therefore influences the nozzle opening pressure and, as the characteristics of the pressure wave through the high pressure supply passage 22 are dependent upon pumping speed (as determined by engine speed), this pressure difference, and hence the nozzle opening pressure, will vary with engine speed.
  • the spill valve of the pump When it is desired to terminate injection, the spill valve of the pump is open such that further plunger movement simply draws fuel into and displaces fuel out of the pumping chamber, and the pressure of fuel delivered to the high pressure supply passage 22 is reduced.
  • fuel pressure within the delivery chamber 20 is reduced below the predetermined amount at which the upward force acting on the valve needle thrust surface is overcome by the force of the spring 28 acting in combination with fuel pressure within the pressure chamber 32, the valve needle 14 is urged against the valve needle seating to terminate injection.
  • the piston 30 may be coupled to the valve needle 14 directly, in which case the push rod is integrally formed with the piston 30. In this embodiment, it is effectively a surface of the valve needle which is exposed to fuel pressure within the pressure chamber 32.
  • FIGS 3 to 5 illustrate three sectional views of an embodiment of the invention.
  • a lower surface of the piston 30 abuts one end of a push rod 41, the other end of which is coupled to the valve needle 14 through a load transmitting member 43.
  • the load transmitting member 43 defines a seat for one end of the spring 28, the other end of the spring 28 being engaged with a shim 44 located at an upper end of the spring chamber 26.
  • the shim 44 is selected to provide the desired spring pre-load which, in turn, influences the nozzle opening pressure, as described in further detail below.
  • the injector in Figures 3 to 5 differs from that in Figure 1 in that the force acting on the valve needle 14 to urge the needle away from the seating acts on a thrust surface exposed to fuel pressure within the annular chamber 18, and the flats 16 and the delivery chamber 20 in the nozzle of Figure 1 are omitted. Movement of the valve needle 14 in the embodiment shown in Figures 3 to 5 is effected in the same way, however, and occurs when fuel pressure within the annular chamber 18 is sufficient to overcome the combined force of a spring and fuel pressure acting on the back end of the needle, as described in further detail below.
  • the injector in Figures 3 to 5 also differs from that in Figures 1 and 2 in that the upper end of the nozzle body 10 abuts a first face of an adapter plate 46 through which a portion of the high pressure supply passage 22 extends, the opposing face of the adapter plate 46 being in abutment with the second injector housing 38.
  • the second injector housing 38, the adapter plate 46 and the upper end region of the nozzle body 10 are received within the cap nut 42 in a conventional manner.
  • the second injector housing 38 and the adapter plate 46 are provided with correspondingly shaped drillings or recesses within which a location pin 47 is received to ensure correct alignment of parts.
  • the second injector housing 38 is also provided with an additional drilling 48, one end of which communicates with the pressure chamber 32 via a cross drilling 54 in the second injector housing 38.
  • the additional drilling 48 communicates with a region of the high pressure supply passage 22 through a branch passage 56 defined by a recess provided in the upper end face of the adapter plate 46.
  • a first flow path is defined between the injector inlet 24 and the annular chamber 18 by the high pressure supply passage 22, and a second flow path is defined between the injector inlet 24 and the pressure chamber 32 by a portion of the high pressure supply passage 22, the branch passage 56, the additional drilling 48 and the cross drilling 54.
  • the first and second flow paths have different flow lengths.
  • the nozzle opening pressure will be determined by the difference in fuel pressure between the pressure chamber 32 and the annular chamber 18, and also by the pre-load of the spring 28. Due to the length of the additional drilling 48 through which fuel flows to the pressure chamber 32, and hence the different flow path lengths between the injector inlet 24 and the annular chamber 18 and between the injector inlet 24 and the pressure chamber 32, the pressure wave transmitted through the high pressure supply passage 22 will reach the annular chamber 18 in advance of the pressure wave at the pressure chamber 32. For low engine speeds, when the rate of pressure increase is low, this difference in flow path length will have a relatively less significant effect on the pressure difference across the chambers 32, 18 than for higher engine speeds when the rate of pressure increase is higher. For lower engine speeds the nozzle opening pressure is therefore higher than for higher engine speeds.
  • the embodiment of Figures 3 to 5 therefore also provides the advantage that the nozzle opening pressure is variable with engine speed, from a relatively higher nozzle opening pressure at relatively low engine speeds to a relatively lower nozzle opening pressure at higher engine speeds.
  • the length of the additional drilling 48 to the pressure chamber 32 may be selected to give the required variable nozzle opening pressure characteristics with engine speed.
  • the branch passage 56 to the pressure chamber 32 may communicate with the high pressure supply passage 22 further downstream of the point shown in Figures 3 to 5 to create a greater difference in flow path length.
  • the branch passage 56 may be defined by a recess or groove provided in an upper surface of the nozzle body 10.
  • the high pressure supply passage 22 defines a common region of both the first flow path length between the injector inlet 24 and the annular chamber 18, and the second flow path length between the injector inlet 24 and the pressure chamber 32.
  • the supply passage 22 may be provided with a restriction (not shown in the accompanying figures) which results in a reduction in the force acting on the valve needle thrust surface when the valve needle is lifted from its seating. A smaller force is therefore required to seat the valve needle, permitting faster needle closure.
  • a restriction not shown in the accompanying figures
  • FIG. 3 to 5 The embodiment of the invention shown in Figures 3 to 5 is of the type in which a unit pump is arranged remotely from the injector and delivers fuel from the pumping chamber of the pump to the injector through a separate high pressure flow line. It will be appreciated, however, that the invention is equally applicable to unitary pump/injector schemes in which the injector nozzle body and a pump body are arranged within a common housing in a so-called "close coupled" unit pump/injector arrangement.

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

Claims (10)

  1. Injecteur de carburant pour un moteur à combustion interne, l'injecteur comprenant:
    un boîtier d'injecteur (38) accouplé un corps de buse (10),
    une aiguille de soupape (14) qui peut coulisser dans un alésage prévu dans le corps de buse (10) et possède une première surface qui peut venir en prise avec un siège d'aiguille de soupape pour commander l'écoulement du carburant entre une chambre annulaire (18) et une sortie,
    un passage d'arrivée de haute pression (22) défini par un premier perçage prévu dans le boîtier d'injecteur (38), le passage d'alimentation de haute pression (22) définissant un premier trajet d'écoulement qui sert à amener le carburant à haute pression depuis une entrée (24) de l'injecteur jusqu'à la chambre annulaire (18) dans laquelle une surface de poussée de l'aiguille de soupape est exposée à la pression de carburant présente dans la chambre annulaire (18) de manière qu'une force soit appliquée à l'aiguille de soupape (14) pour solliciter à l'éloignement l'aiguille de soupape (14) du siège de soupape,
    une chambre de pression (32) en communication avec le passage d'arrivée de haute pression (22), qui est définie, en partie, par une surface associée à l'aiguille de soupape (14) à une extrémité de celle-ci qui est éloignée de la sortie,
    caractérisé en ce que l'injecteur comprend en outre un second perçage (48) prévu dans le boîtier d'injecteur (38), le second perçage (48) définissant, en partie, un second trajet d'écoulement (22, 56, 48, 54) entre l'entrée (24) de l'injecteur et la chambre de pression (32), le second trajet d'écoulement (22, 56, 48, 54) étant plus long que le premier trajet d'écoulement (22), de sorte qu'en fonctionnement, une différence de pression de carburant entre la chambre annulaire (18) et la chambre de pression (32) varie en fonction de la vitesse de l'accroissement de la pression de carburant dans le passage d'arrivée de haute pression (22), pour créer ainsi des pressions d'ouverture de la buse qui sont relativement plus élevées pour les relativement plus basses vitesses du moteur, et le premier trajet d'écoulement (22) et le second trajet d'écoulement (22, 56, 48, 54) étant définis en partie par une région commune du passage d'arrivée de haute pression.
  2. Injecteur de carburant selon la revendication 1, dans lequel l'injecteur comprend un piston (30) associé à l'aiguille de soupape (14), dans lequel une surface du piston (30) définit la chambre de pression (32).
  3. Injecteur de carburant selon la revendication 1 ou 2, comprenant en outre un ressort (28) agencé dans une chambre de ressort (26) pour solliciter l'aiguille de soupape (14) vers le siège d'aiguille de soupape.
  4. Injecteur de carburant selon la revendication 3, dans lequel le ressort (28) est engagé entre une première surface associée à l'aiguille de soupape (14) et une cale (44) placée dans la chambre de ressort (26).
  5. Injecteur de carburant selon la revendication 3 ou 4, dans lequel le piston (30) agit sur l'aiguille de soupape (14) par l'intermédiaire d'une tige formant poussoir (41) qui s'étend à travers le ressort (28).
  6. Injecteur de carburant selon la revendication 1 ou 2, dans lequel une surface de l'aiguille de soupape (14) définit la chambre de pression (32).
  7. Injecteur de carburant selon la revendication 6, comprenant en outre un ressort (28) agencé dans une chambre de ressort (26) pour solliciter l'aiguille de soupape (14) vers le siège d'aiguille de soupape.
  8. Injecteur de carburant selon une quelconque des revendications 1 à 7, dans lequel le second perçage communique avec le premier perçage en passant par un perçage dérivé (56) défini par une cavité ménagée dans une surface supérieure d'une partie additionnelle (46) du boîtier de l'injecteur.
  9. Injecteur de carburant selon l'une quelconque des revendications 1 à 8, dans lequel l'aiguille de soupape (14) comprend une surface de poussée à laquelle la pression du carburant est appliquée en fonctionnement, pour solliciter à l'éloignement l'aiguille de soupape (14) du siège d'aiguille de soupape, et dans lequel le passage d'arrivée de haute pression (22) est muni d'un étranglement pour réduire la force agissant sur la surface de poussée pendant l'injection à un niveau plus bas qu'avant l'injection.
  10. Dispositif d'injection de carburant comprenant :
    une unité de pompe à carburant ayant un plongeur de pompage qui peut être mis en action pour mettre un carburant sous pression dans une chambre de pompage,
    une soupape de décharge destinée à commander la communication entre la chambre de pompage et une vidange à basse pression, et
    un injecteur selon l'une quelconque des revendications 1 à 9.
EP03252437A 2002-04-20 2003-04-16 Injecteur de carburant Expired - Lifetime EP1359319B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0209049 2002-04-20
GBGB0209049.6A GB0209049D0 (en) 2002-04-20 2002-04-20 Fuel injector

Publications (3)

Publication Number Publication Date
EP1359319A2 EP1359319A2 (fr) 2003-11-05
EP1359319A3 EP1359319A3 (fr) 2004-11-10
EP1359319B1 true EP1359319B1 (fr) 2007-05-23

Family

ID=9935192

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03252437A Expired - Lifetime EP1359319B1 (fr) 2002-04-20 2003-04-16 Injecteur de carburant

Country Status (4)

Country Link
EP (1) EP1359319B1 (fr)
AT (1) ATE363024T1 (fr)
DE (1) DE60313914T2 (fr)
GB (1) GB0209049D0 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10323562A1 (de) * 2003-05-26 2004-12-30 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4684067A (en) * 1986-03-21 1987-08-04 General Motors Corporation Two-stage, hydraulic-assisted fuel injection nozzle
GB9520243D0 (en) * 1995-10-04 1995-12-06 Lucas Ind Plc Injector
DE19752496A1 (de) * 1997-11-27 1999-06-02 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
AU6245999A (en) * 1998-09-10 2000-04-03 International Truck And Engine Corporation Fuel injector
DE19930832A1 (de) * 1999-07-03 2001-01-11 Bosch Gmbh Robert Kraftstoffeinspritzventil
DE10112426A1 (de) * 2001-03-15 2002-09-19 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP1359319A3 (fr) 2004-11-10
DE60313914D1 (de) 2007-07-05
ATE363024T1 (de) 2007-06-15
DE60313914T2 (de) 2007-09-20
GB0209049D0 (en) 2002-05-29
EP1359319A2 (fr) 2003-11-05

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