EP1476652A1 - Soupape d'injection de carburant pour moteurs a combustion interne - Google Patents

Soupape d'injection de carburant pour moteurs a combustion interne

Info

Publication number
EP1476652A1
EP1476652A1 EP03700111A EP03700111A EP1476652A1 EP 1476652 A1 EP1476652 A1 EP 1476652A1 EP 03700111 A EP03700111 A EP 03700111A EP 03700111 A EP03700111 A EP 03700111A EP 1476652 A1 EP1476652 A1 EP 1476652A1
Authority
EP
European Patent Office
Prior art keywords
control
throttle
passage
fuel injection
injection 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.)
Granted
Application number
EP03700111A
Other languages
German (de)
English (en)
Other versions
EP1476652B1 (fr
Inventor
Marco Ganser
Markus Tappolet
Andreas Carelli
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 EP1476652A1 publication Critical patent/EP1476652A1/fr
Application granted granted Critical
Publication of EP1476652B1 publication Critical patent/EP1476652B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/10—Other injectors with elongated valve bodies, i.e. of needle-valve type
    • F02M61/12—Other injectors with elongated valve bodies, i.e. of needle-valve type characterised by the provision of guiding or centring means for valve bodies
    • 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
    • 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 present invention relates to a
  • a fuel injector of this type is described in EP-A-0 426 205, in which a control body, which is fixedly connected to it and has two opposite end faces, is arranged in a housing. In its closed position, an adjustable valve member rests with a seat on a seat on the control body, which is provided on an end face of the control body. A control passage running in the control body from one end face to the other end face is aligned with a throttle passage in the valve member. The throttle passage opens into a control chamber, which is delimited by the control body and a control piston of an injection valve member.
  • the control body is provided with a circumferential annular groove which is connected to a high-pressure inlet for the fuel which is formed in a housing.
  • control passage is connected to the annular groove in which high fuel pressure prevails via a throttle inlet in the control body. That in the front of the control body opposite the seat the horizontal end of the control passage is kept closed by the stem of a pilot valve.
  • the injection process is ended by closing one end of the control passage through the stem of the pilot valve.
  • High-pressure fuel flows to the control passage via the throttle inlet in the control body and acts on the valve member.
  • the latter is additionally affected by the high fuel pressure prevailing in the bores connected to the annular groove in the control body.
  • the result of this is that the valve member is briefly moved out of its closed position and the bores in the control body are exposed. Fuel that is under high pressure can now flow into the control chamber via these bores. The pressure in the control room increases and causes the injection valve member to close quickly.
  • the known fuel injection valve has the disadvantage, among other things, that the production of the control body is complex.
  • the present invention has for its object to provide a fuel valve of the type mentioned that works reliably with simple manufacture and closes with the least possible delay, and requires the smallest possible amount of fuel to control the opening and closing movement of the injection valve member. This object is achieved with a fuel injector with the features of claim 1.
  • the stand pressure in the control chamber is higher than in the known fuel injector described above. This has the consequence that the delay time between the closing of one end of the control passage by the pilot valve and the closing of the injection openings by the injection valve member is shortened and further an uncontrolled adjustment of the valve member is prevented. Furthermore, the amount of fuel flowing through the throttle inlet into the control chamber during an injection process can be kept small. As a result, the energy loss due to pressure reduction in the control room can be minimized each time the control passage is released.
  • control body is easier than in the known fuel injector mentioned because of the smaller number of passages or bores.
  • FIG. 2 also in longitudinal section and in comparison to FIG. 1 on a larger scale the area of the control device of the fuel injector according to FIG. 1;
  • FIG. 3 shows a diagram of the pressure curve at two different locations of the control device according to FIG. 2;
  • Fig. 4 in a representation corresponding to Fig. 2 shows a second embodiment of the control device
  • Fig. 5 in a representation corresponding to Fig. 2 shows a third embodiment of the control device.
  • Fig. 1 shows an axial section through a first embodiment of an inventive
  • Fuel injection valve 1 This has a tubular, elongated housing 2, the longitudinal axis of which is designated 2a.
  • a valve seat element 3 with injection openings 4 is attached to the housing 2 at one end and an electromagnetically actuable pilot valve 5 is attached at the other end.
  • the pilot valve 5, which is of a configuration known per se, has an electromagnet 6.
  • the fuel injection valve 1 is further provided with a low-pressure outlet connection 7, to which a return line, not shown, is connected, which fuel into a fuel reservoir, also not shown leads back.
  • the housing 2 is provided with a bore, which serves as a high-pressure inlet 8 and runs in the radial direction, through which fuel is introduced under high pressure (200-2000 bar or more) into a high-pressure chamber 9 formed in the interior of the housing 2.
  • the high-pressure chamber 9 extends in the axial direction to the end of the housing 2 on the valve seat element side and to the region of the injection openings 4.
  • a needle-shaped injection valve member 10 the axis of which coincides with the axis 2a of the hollow cylindrical housing 2.
  • a hydraulic control device 11 for the injection valve member 10 which is described in more detail below in connection with FIG. 2.
  • the housing 2 passes through a connecting collar 12 with a threaded flange 13 protruding in the radial direction, into which a high-pressure connecting piece 14 is screwed.
  • This high-pressure connection piece 14 is in flow connection with the high-pressure inlet 8 in the housing 2.
  • the connection sleeve 12 is in a manner not shown by means of the high pressure connection piece
  • the valve seat element 3 is by means of a union nut
  • the injection valve member 10 is biased in the closing direction by means of a closing spring 17 designed as a compression spring.
  • a closing spring 17 designed as a compression spring.
  • the injection valve member 10 has, in its end region facing away from the valve seat element 3, a double-acting control piston 18, which in a sleeve 19 arranged inside the housing 2 has a narrow sliding fit, i.e. with a very small game.
  • the control piston 18 is acted upon on one side by the high fuel pressure prevailing in the high-pressure chamber 9 (see FIG. 1) and delimits a control chamber 20 on the opposite side, which is delimited on the circumference by the sleeve 19.
  • a valve member designed as a slide valve body 21 is further arranged in a narrow sliding fit and is freely movable in the direction of the housing axis 2a.
  • a first end face 21a of the slide valve body 21 facing the control piston 18 of the injection valve member 10 likewise delimits the control chamber 20.
  • a second end face 21b of the slide valve body 21 facing away from the first end face 21a is designed as a sealing surface and serves, in a closed position of the slide valve body 21, as a slide valve seat trained lower end face 22a of a control body 22 sealingly, which is fixedly arranged in the housing 2, for example by means of a press fit.
  • a spring element 23 designed as a compression spring is arranged, which is located on the one hand Control piston 18 and on the other hand supported on the slide valve body 21.
  • the spring element 23 encompasses a central projection 24 of the control piston 18.
  • the force generated by the spring element 23 is substantially smaller than that of the closing spring 17.
  • In the control body 22 there is a control passage which extends coaxially to the housing axis 2a
  • a throttle passage runs eccentrically from the first end face 21a to the second end face 21b and with respect to the longitudinal axis 2a of the housing
  • a recess 27 is recessed in the slide valve body 21, which runs from the mouth of the throttle passage 26 in the radial direction to the housing longitudinal axis 2a and beyond.
  • the depression 27 connects the control passage 25 to the throttle passage 26 when the slide valve body 21 lies sealingly against the control body 22.
  • the slide valve body 21 is further provided with a further throttle passage 28 with a throttle restriction 28a, which is located between the first and the second end faces 21a, 21b of the slide valve body 21 extends and whose end facing away from the control chamber 20 is closed by the lower end face 22a on the control body 22 when the slide valve body 21 is in the closed position.
  • the further throttle passage 28 connects the control chamber 20 to the high-pressure chamber 9 in parallel with the first throttle passage 26.
  • the sleeve 19, which is supported with an end face 19a on the control body 22, has in its end region facing the control body 22 on the inner side a circumferential recess 29 which, when the slide valve body 21 is in the closed position, forms an annular space 30 therewith.
  • the latter is connected to the high-pressure chamber 9 via a slot 31 in the sleeve 19 and via at least one axial flow gap 32 of large cross-section, which is formed between the inner wall of the housing 2 and a flattened area on the outside of the sleeve 19.
  • a gap is formed between these parts, which is connected to the high-pressure chamber 9, which means that high pressure is then applied to the entire second end face 21b of the slide valve body 21.
  • a throttle inlet 33 is formed in the slide valve body 21 and connects the annular space 30 to the throttle passage 26.
  • the throttle inlet 33 widens towards the annular space 30 and opens into the throttle passage 26 between the throttle constriction 26a and the first end face 21a of the slide valve body 21.
  • the control chamber 20 is thus connected to the high-pressure chamber 9 via the throttle inlet 33, the annular chamber 30, the slot 31 and the flow gap 32. It is structurally ensured that the pressure in the flow gap 32, in the slot 31 and in the annular space 30 is essentially the same as that in the high-pressure inlet 8 and in the high-pressure space 9. As can be seen from FIG.
  • a union nut 34 is screwed onto the tubular housing 2 from the side of the pilot valve 5, which nut is only partially shown in FIG. 2 and has a through hole 35 in the center.
  • the through hole 35 belongs to a low-pressure space and is in flow communication with the low-pressure outlet connection 7.
  • a pilot valve stem 36 belonging to the pilot valve 5 is arranged to be displaceable in the axial direction and is guided radially.
  • the electromagnet 6 of the pilot valve 5 is not energized, the pilot valve stem 36 is held in contact with the control body 22 and closes the mouth of the throttle constriction 25a of the control passage 25.
  • the union nut 34 holds the control body 22, which is possibly only slightly pressed into the housing 2, against the pressure in the high-pressure chamber 9 and positions the control body 22 precisely.
  • the slide valve body 21 is stepped at its end facing the control body 22, i.e. whose cylindrical end part 21 'facing the control body 22 has a smaller outside diameter than the remaining part of the slide valve body 21.
  • This gradation is achieved by means of a recess 37 extending along the circumference of the slide valve body 21.
  • the depth of this recess 37 i.e. whose dimension in the radial direction, the size of the area of the upper, second end face 21b of the slide valve body 21 can be determined.
  • the recess 37 can be produced relatively easily and precisely because only one cylindrical surface has to be machined.
  • the starting point is the state shown in FIGS. 1 and 2, in which the injection valve 10 and the slide valve body 21 are in the closed position and the slide valve body 21 thus rests on the control body 22.
  • the pilot valve stem 36 closes the control passage 25.
  • the same pressure * is present in the control chamber 20 as in the high-pressure chamber 9.
  • An injection cycle is triggered by energizing the electromagnet 6 of the pilot valve 5.
  • the pilot valve stem 36 lifts off from the control body 22, as a result of which the control passage 25 is connected to the through bore 35 and thus to the low-pressure chamber (time t1, FIG. 3).
  • the pressure in the discharge space drops (section a of curve II, Fig. 3).
  • the throttle restriction 25a in the control passage 25 has a larger flow cross section than the throttle inlet 33, the pressure in the control chamber 20 begins to decrease (section a of curve I, FIG. 3).
  • the injection valve member 10 thereby moves away from the valve seat 16 and releases the injection openings 4 (time t2, FIG. 3). The injection process begins.
  • the control piston 18 moves with the injection valve member 10 upwards, which leads to a reduction in the volume of the control chamber 20 and an increase in pressure in the control chamber 20 (section b of curve I, FIG. 3).
  • Fuel is displaced from the control chamber 20 through the throttle passage 26, the depression 27 and the control passage 25 into the low-pressure chamber.
  • the opening movement of the injection valve member 10 ends at time t3 (FIG. 3).
  • slide valve body 21 remains in contact with control body 22.
  • Further throttle passage 28 in slide valve body 21 thus remains closed and initially has no effect.
  • the opening stroke of the injection valve member 10 is limited by the fact that its projection 24 comes into contact with the slide valve body 21, the throttle passage 26 remaining exposed.
  • a limitation of the opening stroke of the injection valve member 19 can also be achieved in other ways, not shown. Since the narrowest flow cross section of the throttle constriction 26 a of the throttle passage 26 is smaller than the cross section of the throttle constriction 25 a, the opening movement of the injection valve member 10 for a given system pressure and a given closing spring 17 is mainly determined by the throttle passage 26. From the aforementioned time t3, the pressure in the control chamber 20 drops, which is connected to the low-pressure chamber via the throttle passage 26 and the control passage 25 (section c of curve I, FIG. 3).
  • the electromagnet 6 is de-energized.
  • the result of this is that the pilot valve stem 36 is moved in contact with the control body 22.
  • the pressure in the control chamber 20 and in the control passage 25 begins to rise as a result of the connection to the high-pressure chamber 9 via the throttle inlet 33 and the throttle passage 26 (sections d of curve I and b of curve II, FIG. 3), which as a result of the now decreasing pressure difference on both sides 21a, 21b of the slide valve body 21 and the corresponding effective areas for moving the slide valve body 21 away from the sealing system on Control body 22 leads to form a gap.
  • the closing spring 17 causes the injection valve member 10 to move in the direction of the valve seat 16.
  • the pressures in the control passage 25 and in the control chamber 20 are equal.
  • the injection process is ended.
  • FIG. 4 A second embodiment of the control device 11 will now be described with reference to FIG. 4. Otherwise, the fuel injector 1 is of the same design, as shown in FIGS. 1 and 2. The same reference numerals are used in FIG. 4 for the same and equivalent parts as in FIGS. 1 and 2.
  • the embodiment shown in FIG. 4 also has a tubular housing 2 in which the control body 22 is fixedly arranged. With its end face 19a facing the control chamber 20, the sleeve 19, in which the double-acting control piston 18 of the injection valve member 10 is movably arranged in a tight fit in the axial direction, is supported in a sealing manner on the control body 22.
  • the control chamber 20 is thus delimited on the one hand by the control piston 18, on the upstream side by the sleeve 19 and on the other hand by the control body 22.
  • the throttle inlet 33 formed in the sleeve 19 opens into this control chamber 20 and is connected to the high-pressure chamber 9 via the flow gap 32 between the sleeve 19 and the housing 2.
  • the control chamber 20 is thus directly connected to the high-pressure chamber 9 via the throttle inlet 33 tapering towards the control chamber 20.
  • the control body 22 has the control passage 25 running centrally and in the direction of the housing axis 2a.
  • a radial bore 38 which is connected to the high-pressure chamber 9 via a recess 39 in the control body 22 and the flow gap 32.
  • a further bore 40 which opens into the bore 39 runs through the latter.
  • the tongue 41 is welded to the control body 22 in a manner not shown.
  • the tongue 41 has one to the housing axis 2a, a throttle passage 42 which forms a throttle point and connects the control chamber 20 to the control passage 25.
  • the mouth of the throttle inlet 33 on the control chamber side is on the side facing the control chamber 20.
  • the throttle restriction 25a in the control passage 25 is larger in cross section than the cross section of the throttle passage 42 and the throttle inlet 33.
  • the fuel injector 1 is of the same design as shown in FIGS. 1 and 2.
  • the pilot valve stem 36 When the electromagnet 6 is excited (see FIG. 1), the pilot valve stem 36 is lifted off the control body 22.
  • the control passage 25 is thus connected to a recess 43 belonging to the low-pressure chamber, formed in the union nut 34 and connected to the through bore 35.
  • the pressure in the control passage 25 drops, as a result of which, as a result of the pressure difference, fuel flows through the throttle passage 42 from the control chamber 20 into the control passage 25 and from there further into the low-pressure chamber.
  • the pressure in the control chamber 20 drops and the injection valve member 10 moves away from the valve seat 16, whereby the injection process begins.
  • the tongue 41 is held in contact with the lower end face 22a of the control body 22 and keeps the further bore 40 closed during the injection process.
  • the pilot valve stem 36 rests against the control body 22, as a result of which the control passage 25 is separated from the low-pressure chamber.
  • the fuel high pressure prevailing in the high-pressure chamber 9 acts on the side of the tongue 41 facing away from the control chamber 20 via the bores 38 and 40, which causes the tongue 41 to bend and the bore 40 to be exposed.
  • the opening of the bore 40 fuel now reaches the control chamber 20 over a larger flow cross section than that of the throttle inlet 33, which leads to a rapid pressure increase in the control chamber 20 and to acceleration of the movement of the injection valve member 10 onto the valve seat 16.
  • FIG. 5 A third embodiment of the control device 11 will be described with reference to FIG. 5. Otherwise, the fuel injector 1 is of the same design, as shown in FIGS. 1 and 2. The same reference numerals are used in FIG. 5 for the same and equivalent parts, as in FIGS. 1 and 2.
  • the embodiment shown in FIG. 5 also has a tubular housing 2, in which the control body 22 is arranged fixed to the housing. On her the control body 22nd The facing end of the sleeve 19, in which the double-acting control piston 18 of the injection valve member 10 is movably arranged in a tight fit in the axial direction, is supported on the control body 22.
  • the sleeve 18 is provided with an annular shoulder 44 into which a guide part 22 ′ of the control body 22, which guides the sleeve 19, engages. It is also conceivable to guide the sleeve 19 through a guide arranged in the flow gap 32 and provided with passages. In this case, the annular shoulder 44 is omitted.
  • the closing spring 17 for the injection valve member 10 is supported on the sleeve 19 on its side facing away from the control body 22.
  • the control chamber 22 is thus delimited on the one hand by the control piston 18, on the circumferential side by the sleeve 19 and on the other hand by the control body 22.
  • the control body 22 has the control passage 25 running centrally and in the direction of the housing axis 2a.
  • the control body 22 there are through bores 45, the axes of which run parallel to the housing axis 2a and which are flow-connected to the high-pressure chamber 9 via the flow gap 32 which surrounds the sleeve 19.
  • the control chamber-side openings of the through bores 45 are covered by a circular cylindrical valve member 46 which bears against the lower end face 22a of the control body 22 and is supported on the spring element 23 which in turn is supported on the control piston 18.
  • the valve member 46 has a throttle passage 47 which is coaxial with the housing axis 2a and which forms a throttle point and connects the control chamber 20 to the control passage 25.
  • Throttle passage 47 is the control chamber-side mouth of the throttle inlet 33 on the side facing the control chamber 20.
  • the throttle constriction 25a of the control passage 25 is larger in cross section than the cross section of the throttle passage 47.
  • the pilot valve 5 shows, in addition to the pilot valve stem 36, the armature 48 of the electromagnet 6 connected to the latter, which is arranged in a recess 49 in the union nut 34.
  • This recess 49 belongs to the low pressure room. Otherwise, the fuel injector 1 is of the same design, as shown in FIGS. 1 and 2.
  • the pilot valve stem 36 rests against the control body 22, as a result of which the control passage 25 is closed and thus separated from the low-pressure chamber.
  • the high-pressure fuel acting in the high-pressure chamber acts on the side of the valve member 46 facing away from the control chamber 20 and leads to the temporary lifting of the valve member 46 from the lower end face 22a of the control body 22.
  • the through bores 45 are uncovered and fuel under system pressure reaches the control chamber 20 over a larger flow cross section, which leads to a rapid pressure increase in the control chamber 20 and an accelerated movement of the injection valve member 10 onto the valve seat 16. A rapid closing movement of the injection valve member 10 is thus achieved.
  • control chamber 20 is connected directly to the high-pressure chamber 9 via the throttle inlet 33, that is to say without interposing a further throttle point, and to the control passage 25 in the control body 22 via a throttle passage 26, 42, 47 defining a throttle point the pressure p in the control chamber 20 is always significantly higher than the residual pressure in the control passage 25, as a comparison of the curves I and II in FIG. 3 shows.
  • the consequence of this is that an undesired, uncontrolled lifting of the valve member, ie the slide valve body 21, the tongue 41 or the valve member 46, is prevented from contacting the control body 22.
  • control pressure in the control chamber 2 also results in a reduction in the delay time between the closing of the control passage 25 by the pilot valve stem 36 and the closing of the injection openings 4 by the injection valve member 10.
  • the valve body 22 can be manufactured in a relatively simple manner and therefore correspondingly inexpensively.
  • the high-pressure inlet 8 is connected to a housing bore which is coaxial with the longitudinal axis 2a of the housing and which forms the high-pressure chamber 9, which is connected to the valve seat 16.
  • the solution according to the invention can also be used in fuel injection valves of a different design, in which the housing bore connected to the high-pressure inlet 8, forming the high-pressure chamber and extending around valve seat element 3, runs parallel to the longitudinal axis 2a of the housing, but laterally offset in the housing 2, as shown in FIG that for example in EP-B-0 686 763.

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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)

Abstract

L'invention concerne une soupape d'injection de carburant dans laquelle un corps de commande (22) pourvu d'un passage de commande (25) est logé, solidaire au carter, dans un carter cylindrique creux (2). Dans une gaine (19) s'appuyant sur le corps de commande (22) sont logés mobiles, d'une part, un piston de commande (18) en liaison fonctionnelle avec un élément de soupape d'injection et, d'autre part, un corps de soupape à tiroir (21). Le piston de commande (18) délimite vers le bas une chambre de commande (20) qui est délimitée vers le haut par le corps de commande (22) et latéralement par la gaine (19). Dans le corps de soupape à tiroir (21) sont réalisés deux passages d'étranglement (26, 28) à axes parallèles et présentant un rétrécissement d'étranglement (26a, 28a), un passage d'étranglement (26) se trouvant en liaison d'écoulement, par l'intermédiaire du rétrécissement d'étranglement (26a), avec le passage de commande (25) dans le corps de commande (22) ainsi qu'avec la chambre de commande (20). Dans ce passage d'étranglement (26) débouche, du côté de la chambre de commande par rapport au rétrécissement d'étranglement (26a), une entrée d'étranglement (33) qui est réalisée dans le corps de soupape à tiroir (21) et qui est reliée, par l'intermédiaire d'une cavité (30) formée dans la gaine (19), d'une encoche (31) dans la gaine (19) et d'une fente d'écoulement (32) formée entre la gaine (19) et le carter (2), à une chambre haute pression dans laquelle règne une pression élevée du carburant. Ainsi, la chambre de commande (20) est directement raccordée à la chambre haute pression (9) par l'intermédiaire de l'entrée d'étranglement (33). La pression dans la chambre de commande (20) est toujours supérieure à la pression dans le passage de commande (25).
EP03700111A 2002-02-22 2003-01-17 Soupape d'injection de carburant pour moteurs a combustion interne Expired - Lifetime EP1476652B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
CH3132002 2002-02-22
CH3132002 2002-02-22
PCT/CH2003/000025 WO2003071122A1 (fr) 2002-02-22 2003-01-17 Soupape d'injection de carburant pour moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP1476652A1 true EP1476652A1 (fr) 2004-11-17
EP1476652B1 EP1476652B1 (fr) 2005-07-06

Family

ID=27740055

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03700111A Expired - Lifetime EP1476652B1 (fr) 2002-02-22 2003-01-17 Soupape d'injection de carburant pour moteurs a combustion interne

Country Status (8)

Country Link
US (1) US6994273B2 (fr)
EP (1) EP1476652B1 (fr)
JP (1) JP2005529264A (fr)
KR (1) KR20040093064A (fr)
CN (1) CN1636109A (fr)
AU (1) AU2003201421A1 (fr)
DE (1) DE50300735D1 (fr)
WO (1) WO2003071122A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108547717A (zh) * 2018-02-08 2018-09-18 龙口龙泵燃油喷射有限公司 电控柴油喷射器

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ATE487057T1 (de) 2004-02-25 2010-11-15 Ganser Hydromag Brennstoffeinspritzventil für verbrennungskraftmaschinen
CH697562B1 (de) * 2005-08-09 2008-11-28 Ganser Hydromag Brennstoffeinspritzventil.
ATE494477T1 (de) * 2005-10-25 2011-01-15 Crt Common Rail Technologies Ag Injektor für eine kraftstoffeinspritzanlage sowie kraftstoffeinspritzanlage mit einem solchen injektor
US7770818B2 (en) * 2007-02-08 2010-08-10 Denso Corporation Fuel injection valve
GB0801997D0 (en) * 2007-05-01 2008-03-12 Delphi Tech Inc Fuel injector
EP2138708B1 (fr) * 2008-06-27 2010-11-03 C.R.F. Società Consortile per Azioni Injecteur de carburant doté d'une servocommande de mesure pour moteur à combustion interne
US9464613B2 (en) 2008-06-27 2016-10-11 C.R.F. Societa Consortile Per Azioni Fuel injector equipped with a metering servovalve for an internal combustion engine
JP4716142B2 (ja) * 2008-09-16 2011-07-06 株式会社デンソー 燃料噴射装置
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CN1636109A (zh) 2005-07-06
AU2003201421A1 (en) 2003-09-09
EP1476652B1 (fr) 2005-07-06
DE50300735D1 (de) 2005-08-11
US20050072856A1 (en) 2005-04-07
WO2003071122A1 (fr) 2003-08-28
JP2005529264A (ja) 2005-09-29
KR20040093064A (ko) 2004-11-04
US6994273B2 (en) 2006-02-07

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