EP1991773B1 - Soupape d'injection de carburant pour moteurs a combustion interne - Google Patents

Soupape d'injection de carburant pour moteurs a combustion interne Download PDF

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Publication number
EP1991773B1
EP1991773B1 EP07701891.9A EP07701891A EP1991773B1 EP 1991773 B1 EP1991773 B1 EP 1991773B1 EP 07701891 A EP07701891 A EP 07701891A EP 1991773 B1 EP1991773 B1 EP 1991773B1
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EP
European Patent Office
Prior art keywords
injection valve
valve
valve member
fuel injection
passage
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.)
Active
Application number
EP07701891.9A
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German (de)
English (en)
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EP1991773A1 (fr
Inventor
Marco Ganser
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Ganser Hydromag AG
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Ganser Hydromag AG
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Publication of EP1991773A1 publication Critical patent/EP1991773A1/fr
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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
    • 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
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/004—Joints; Sealings
    • F02M55/005—Joints; Sealings for high pressure conduits, e.g. connected to pump outlet or to injector inlet
    • 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
    • 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
    • F02M63/0028—Valves characterised by the valve actuating means hydraulic
    • F02M63/0029—Valves characterised by the valve actuating means hydraulic using a pilot valve controlling a hydraulic chamber
    • 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
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing
    • F02M63/0042—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing combined with valve seats of the lift valve type
    • 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
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0043—Two-way valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/001—Control chambers formed by movable sleeves
    • 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
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing

Definitions

  • the present invention relates to a fuel injection valve for the intermittent injection of fuel into the combustion chamber of an internal combustion engine according to the preamble of patent claim 1, which is preferably used in diesel engines.
  • Fuel injection valves of this type are for example from the WO 2005/019637 A1 known. Further fuel injection valves are for example in WO 02/053904 A1 . EP 0 976 924 B1 and DE 37 00 687 A1 disclosed.
  • an injection valve with a piezoelectric actuator which controls an outlet of a valve chamber.
  • the valve chamber is connected via an outlet throttle passage with a control chamber and this control chamber is connected via an inlet throttle passage with a high pressure chamber of the injection valve.
  • the end face of a control piston of the injection valve member is relieved, whereby the injection valve member can be opened and the injection of fuel can take place.
  • the piezoelectric actuator another connected to the high-pressure chamber passage, whereby the inflow of fuel into the control chamber in addition to the intake throttle passage can also take place through the Auslassdrossel mallass.
  • a fuel injection valve is known in which the opening movement of the injection valve member, analogous to in the DE 37 00 687 A1 disclosed injection valve, can be determined by designing a throttle bore.
  • the piezo actuator of a pilot valve must expand, which results in a high-pressure inlet connected to the high pressure passage is released by a control body.
  • the released, relatively large cross section causes a large fuel flow into the control chamber and thus a particularly rapid and advantageous closing of the injection valve member.
  • a transmission pin is pressed by a pilot valve pin of the actuator on the front side of the control body.
  • the piezo actuator must expand during the closing process of the injection valve member. In this state, a piezo actuator is energized. Since the duration of injection is only 5% or less of the duration between two injections, the piezoactuator is almost constantly under electrical voltage. Furthermore, in this known solution, the position of the throttle bore, which determines the opening movement of the injection valve member, unfavorable, since it is located far away from the control room.
  • the document DE 10 2005 020 048 A1 discloses an injector having a structure for controlling a nozzle needle.
  • a valve back pressure chamber is provided to apply a back pressure of a first valve needle.
  • a hydraulic pressure passage is provided so as to extend through the valve back pressure chamber.
  • a valve body is provided on a second valve needle and is driven to connect and disconnect between the hydraulic pressure passage and a fuel tank, thereby driving the first valve needle.
  • the second valve needle is driven by a hydraulic pressure caused by an actuator.
  • Object of the present invention is to provide a fuel injection valve of particularly simple construction, in which both a controllability of the opening movement of the injection valve member and a rapid closing of the injection valve member can be achieved with a minimum construction cost. Furthermore, the fuel injection valve of the present invention, the realization of multiple injections can be easily achieved with a very short time interval.
  • an intermediate valve separates these two spaces continuously from one another.
  • the throttle passage is disposed immediately adjacent to the control room.
  • the flat seat valve member acting as a 2/3 way valve flat seat valve member, which can perform a certain, small stroke in a second intermediate plate in the valve chamber.
  • the flat seat valve member has two flat seats. In the de-energized state of a piezoactuator advantageously used to actuate the flat seat valve member, the flat seat valve member closes with a first valve seat, a connection between the valve chamber and the low-pressure fuel return from and at the same time releases a located in a first intermediate plate, connected to the high-pressure inlet high pressure passage of relatively large, unthrottled cross section.
  • the passage cross section between the flat seat valve member and the high pressure inlet, ie the valve seat is dependent on the distance, thus the stroke of the flat seat valve member and usually represents a narrower passage than that of the high pressure passage.
  • FIG. 1 shows a fuel injection valve 1, which is intended for the intermittent injection of fuel into the combustion chamber of an internal combustion engine. It has an elongate, circular cylindrical and stepped housing 6, the housing axis is denoted by 8.
  • the housing 6 consists of a housing body 10, a first intermediate plate 12, a second intermediate plate 14 and a nozzle body 16.
  • the first intermediate plate 12 and the second intermediate plate 14 form an intermediate part 17.
  • the intermediate plates 12 and 14 and the nozzle body 16 are provided with a Union nut formed clamping nut 18 in a tight manner against each other and clamped together against a lower surface 10 a of the housing body 10.
  • the first intermediate plate 12 rests against the nozzle body 16 and the second intermediate plate 14 on the housing body 10.
  • a designed as a high-pressure supply hole high-pressure fuel inlet 20 of the fuel injection valve 1 is connected in a known manner with a fuel feed, which the fuel injector 1 fuel at very high pressure, for example, up to 1800 bar or higher, supplies.
  • the high-pressure fuel inlet 20 opens laterally into the housing body 10, but could also be made more or less parallel to the housing axis 8 from above in the housing body 10.
  • In the high-pressure fuel inlet 20 opens a longitudinal bore 22, which is also made in the housing body 10 and the other end opens into the lower surface 10 a of the housing body 10.
  • the longitudinal bore 22 diametrically opposite and on a Aktuatorachse 8 ', the desachsiert with respect to the Housing axis 8 is, there is an actuator 24, which is preferably designed as a piezoelectric actuator 26 and could alternatively be designed as Elektromagnetaktuator.
  • a needle-shaped injection valve member 28 In a high pressure chamber 42 of the nozzle body 16 are a needle-shaped injection valve member 28, a support sleeve 30, a washer 32, a compression spring 34 and a guide sleeve 36. About the washer and support sleeve 30, the compression spring 34 is supported on the injection valve member 28.
  • a bore 38 through the second intermediate plate 14 and a bore 40 through the first intermediate plate 12 connect the longitudinal bore 22 with the high pressure chamber 42.
  • This high pressure chamber 42 extends from the intermediate plates 12, 14 facing end face 16b of the nozzle body 16 to an injection valve seat 44th Downstream of the injection valve seat 44, the nozzle body injection openings 44 'on.
  • the injection valve member 28 has a radial guide 46 with the nozzle body 16, which is interrupted by abutment surfaces 48 of the injection valve member 28 for hydraulically virtually resistant supply of high-pressure fuel to the injection valve seat 44.
  • a hydraulic control device 52 for controlling the opening and the rapid closing movements of the injection valve member 28 during the injection process.
  • the control device 52 of the fuel injection valve 1 will be described in detail in connection with FIG FIG. 2 shown and described.
  • a low-pressure fuel return 50 relieves fuel to Control of the movements of the injection valve member and leads this fuel away from the fuel injection valve. 1
  • FIG. 2 shows in longitudinal section and in an enlarged view a part of the inventive fuel injection valve 1 of FIG. 1 with its control device 52 for controlling the opening and rapid closing movement of the injection valve member as presented in the pause time between two injection events.
  • a control piston 28 'of the injection valve member 28 is radially guided in a close sliding fit in the guide sleeve 36 and axially displaceably mounted. It limits together with the guide sleeve 36, the end face 36b of the spring 34 is pressed against a lower surface 12a of the first intermediate plate 12 sealing and resting in abutment, a control chamber 54.
  • a shaft 58 of a standing on his head 60 mushroom-shaped intermediate valve member 56 engages a, in the axial direction, through opening of the first intermediate plate 12 and is guided at this with a tight sliding fit 58 '.
  • the head 60 of the intermediate valve member 56 is slidable in the axial direction, in a recess 62 of the Guide sleeve 36.
  • the recess 62 is hydraulically permanently connected by means of radial passages 56 "in the head 60 with the control chamber 54 and thus part of the control chamber 54.
  • the head 60 is supported by a small compression spring 66 resting on a lower surface 14a of the second intermediate plate 14 pressed against a shoulder 64 of the guide sleeve 36.
  • a precise throttle passage 68 of the intermediate valve member 56 permanently connects the control chamber 54 with a valve chamber 70 in the second intermediate plate 14; a recess extending through the second intermediate plate 14 and delimited by the first intermediate plate 12 and the housing body 10 forms the valve space 70.
  • the valve space 70 is hydraulically connected via a passage 70 'to the back of the intermediate valve member 56; the small space in the through opening of the first intermediate plate 12 on the back of the intermediate valve member 56 thus forms a hydraulic part of the valve chamber 70.
  • the throttle passage 68 is located according to Fig. 2 directly adjacent to the control chamber 54, could alternatively be sunk along the axially extending through the intermediate valve member 56, hydraulic connection bore or at the other end of this communication bore in the shaft 58, which has no effect on the function of the fuel injection valve 1.
  • valve chamber 70 there is actuated by the piezo actuator 26 Aktuatorventilglied 72, which bears in its closed position, with its conical sealing surface, sealingly formed on a housing body 10, annular valve seat DS.
  • the valve seat DS is formed by the mouth of a housing body 10 in the housing Outlet passage 73 formed; this exhaust passage 73 leads to the low pressure fuel return 50.
  • An actuator valve member spring 74 exerts a constant but small spring force in the direction of the valve seat DS toward the actuator valve member 72, as compared to the fuel pressure force.
  • a bore 76 of relatively large cross section in the first intermediate plate 12 connects the control chamber 54, via a lateral passage in the second intermediate plate 14, with the bore 38.
  • the intermediate valve 56 ' is closed, this connection is interrupted, in its open position, the intermediate valve 56
  • the lateral passage may alternatively be made in the first intermediate plate 12.
  • the dimensions of the above-mentioned outlet passage, the bore orifice of the throttle passage are, for example, 0.20 mm for the throttle passage 68, 0.80 mm for the bore 76 and 1.3 mm for the valve seat DS of the Aktuatorventilgliedes 72 at a full opening stroke of the Aktuatorventilgliedes 72 of about 0.025 mm.
  • the latter corresponds to an outlet throttle passage 73 corresponding to a bore of approximately 0.36 mm diameter, all of which are indicative only.
  • the above data show that the sole essential control cross section, which is decisive for the opening movement of the injection valve member 28 when the actuator valve member 72 is open, is represented by the throttle passage 68.
  • the operation of the fuel injection valve 1 is as follows: the piezoelectric actuator 26 is energized, this expands and opens by means of movement of the Actuator valve member 72 down the valve seat DS and thus the outlet passage 73. This position of the Aktuatorventilgliedes 72 is in Fig. 2 shown with dashed line.
  • the fuel pressure in the valve chamber 70 drops rapidly. Thereby, the mushroom-shaped intermediate valve member 56 is moved away from its abutment on the shoulder 64 in the upward direction. Since the intermediate valve 56 'is still open, fuel from the bore 76 flows into the control chamber 54 until the intermediate valve 56 is closed, which happens when the flat top of the head 60 abuts the lower surface 12a. At this time, the pressure in the control chamber 54 has dropped little.
  • the intermediate valve member 56 can be moved by re-energizing the Piezoaktuators 26 during the closing movement of the injection valve member 28 again in the closing direction of the intermediate valve 56 'because the control chamber 54 and the distribution chamber 70, due to the sliding mount 58, are hydraulically practically separated.
  • the subsequent injection may be immediately adjacent to the end of the previous one, and the distance between the individual separate injections may be virtually reduced to zero.
  • this inventive control device 52 for controlling both small fuel injectors 1, such as for applications in passenger or truck engines, as well as much larger fuel injection valves, for example in locomotives, earthmoving machinery, power plants and ships.
  • FIG. 3 shows the course of the movement of the injection valve member 28 in the event that the Aktuatorventilglied 72 during periods of not separate, but graduated injection operation, occupying a position between its maximum open and its closed position.
  • the timing of this actuator valve member stroke, labeled "AH" is in the upper diagram of FIG Fig. 3 represented as AH (t) so that movement of the Aktuatorventilgliedes in the downward direction (as shown by Fig. 2 ) opens or further opens the outlet passage 73.
  • the temporal Einspritzventilgliedhubverlauf is referred to as EH (t).
  • the scales of AH and EH are different because, as already mentioned, the full opening stroke of the Aktuatorventilgliedes 72 is of the order of 0.025 mm and the full opening stroke EH of the injection valve member, depending on the engine size of a specific application, between 0.20 mm to about 1.0 mm is.
  • the piezoactuator 26 is energized and the actuator valve member 72 opens, so that the opening movement of the injection valve member 28 begins at t2.
  • the injection valve member 28 opens quickly but only travels a short distance, as the energization of the piezo actuator 26 is withdrawn and thus the actuator valve member 72 reduces the opening stroke to such an extent that the remaining outlet passage cross-section also acts as a throttle.
  • the opening speed of the injection valve member is kept greatly reduced until the piezoelectric actuator is fully energized again and the full speed of the opening stroke is restored, which is the case at t4.
  • the injection valve member 28 then opens again quickly up to t5 and its opening is controlled by the throttle passage 68. It is thus possible to realize a stepped injection course.
  • the actuator valve member 72 At time t6, the actuator valve member 72 is in the closed position. Thus, between the time t6 and t7, the injection valve member 28 closes and the stroke EH (t) rapidly approaches zero. If the piezoactuator 26 is briefly energized again before the injection valve member 28 reaches the injection valve seat 44, its impact velocity on the injection valve seat 44 can be reduced to such an extent that a low seat load and, if this is a critical condition, a longer service life of the injection valve seat 44 can be achieved .
  • the courses of AH (t) and EH (t) ⁇ for this case are shown in dashed lines.
  • FIG. 4 shows in longitudinal section and in enlarged view a partial section of a first alternative design variant of the control device 52 'of the fuel injection valve 1.
  • the mushroom-shaped intermediate valve member 56 is completely recessed in the first intermediate plate 12 and forms, together with the first intermediate plate 12, an intermediate valve 56' with a conical seat.
  • the guide sleeve 78 of Fig. 4 has a flat end surface 78b, which both together with the lower surface 12a of the first intermediate plate 12, the control chamber 54 seals radially against the high-pressure chamber 42 and forms the stop for the head 60 of the intermediate valve member 56.
  • the bore 76 opens directly into the bore 40.
  • the intermediate valve member 56 and the first intermediate plate 12 form a structural unit with a coordinated stroke of the intermediate valve member 56.
  • the intermediate part 17 forming two intermediate plates 12 and 14 could also consist of a single workpiece, which in the Fig. 1 and 2 could also be realized.
  • This arrangement could also be in the variant of Fig. 2 be used.
  • the variant of Fig. 4 be realized without this piston element 80.
  • the piston element 80 is guided with a relatively narrow sliding fit 80 'in a blind hole-like recess in the first intermediate plate 12.
  • a small compression spring 82 constantly pushes the piston member 80 to the underside of the Aktuatorventilgliedes 72 at.
  • a space 84 in which the compression spring 82 is located and which is delimited by the underside of the piston element 80, is continuously hydraulically connected by means of a passage 86 with the recess 62 and the passages 56 "in the head 60 of the intermediate valve member 56 with the control chamber 54.
  • the operation of the arrangement of the intermediate valve member 56 with conical valve seat is analogous to that of FIG. 2 ,
  • the function of the piston element 80 is as follows: If the actuator valve member 72 is pressed down by the piezoactuator 26, the piston element 80 makes this movement. As a result, the piston member 80 increases the volume of the valve chamber 70 and at the same time reduces by its pumping action the volume of the space 84. Both cause a faster closure of the intermediate valve 56 ', since the intermediate valve member 56 is caused to move upwards more rapidly. Conversely, when the actuator valve member 72 moves upwardly, the piston member 80 causes an increase in the volume of the space 84 and at the same time a pumping action in the valve chamber 70. This causes a faster response of the intermediate valve member 56 when opening the intermediate valve 56 '.
  • the piston member 80 thus supports a particularly rapid response of the intermediate valve member 56th
  • FIG. 5 shows in longitudinal section and in an enlarged view a partial section of a second alternative design variant of the control device 52 "of the fuel injection valve of FIG. 1 ,
  • the second intermediate plate 106 has no valve space, but only an outlet passage 110, which via a Passage 108 in the first intermediate plate 104, which the intermediate part 17 forming intermediate plates 104 and 106, in turn, could be realized as a single workpiece, is hydraulically connected to the back of the shaft 58 of the intermediate valve member 56.
  • the passage 108 could also be made in the second intermediate plate 106.
  • the valve space 70 of Fig. 5 is of particularly small volume content.
  • the cross section of the outlet passage 110 may be substantially larger than the cross section of the throttle passage 68.
  • the actuator shaft 112 is locked in the in FIG.
  • the actuator for the actuator shaft 112 may be either a piezo actuator or an electromagnetic actuator, which attracts the actuator shaft 112 in a known manner when energized.
  • FIG. 6 shows in longitudinal section and in an enlarged view a partial section of a third alternative design variant of the control device 52 '"of the fuel injection valve 1.
  • the two intermediate plates 104 and 106 of the embodiment according to Fig. 5 are replaced by a single intermediate plate 105; it forms the intermediate part 17.
  • An outlet element 109 is located, coaxial with the desachs appointed axis 8 ', in a recess of the intermediate plate 105 and is pressed by a plate spring 107 and the fuel pressure in the valve chamber 70 to the lower surface 10 a of the housing body 10, or alternatively a support member unspecified, sealing in abutment.
  • the outlet passage 110 is located in the outlet element 109.
  • the advantages of this variant are the use of a single intermediate plate 105 instead of two intermediate plates 104 and 106 and the fact that the outlet element 109, which is of small dimensions, is of a very wear-resistant and also expensive Material can be produced inexpensively.
  • a throttle passage 77 connects the bore 40 with the small valve chamber 70. This causes a very rapid opening of the intermediate valve member 56 as soon as the outlet side of the outlet passage 110 is closed.
  • FIG. 7 shows in longitudinal section and in an enlarged view a partial section of a fourth alternative design variant of the control device 88 of the fuel injection valve, in which the mushroom-shaped intermediate valve member 56 analogous to the FIGS. 4 . 5 or 6 is trained.
  • the control device 88 is located in a high-pressure chamber 90, which has the same function as the high-pressure chamber 42 and is manufactured in a body 92 surrounding the high-pressure chamber 90.
  • the body 92 could be a nozzle body 16 or a housing body 10 or also an intermediate plate, analogous or similar as in FIGS FIGS. 1 . 2 . 4 . 5 and 6 shown.
  • the injection valve member 28 projects and the compression spring 34 presses the flat surface 78b of the guide sleeve 78 in tight engagement with a lower end surface 94a of an intermediate element 94, in which the mushroom-shaped intermediate valve member 56 is guided in a close sliding fit 94 '.
  • a bore 96 in the intermediate member 94 connects the recess 62 in which the intermediate valve member 56 is located, and a groove 96 'around the shaft 58 of the intermediate valve member 56 with a passage 98 and thus the high-pressure chamber 90.
  • the intermediate member 94 is in place of the first intermediate plate 12 of the FIGS. 1 . 2 .
  • the outlet passage 110 is located in a disc-shaped outlet member 114, which is positioned radially analogously to the intermediate member 94 of the wall 100 with clearance.
  • the upper side 114b of the outlet element 114 and the lower side 116a of a closing element 116 similar to the housing body 10, close off the high-pressure chamber 90 in a known manner in a pressure-tight manner.
  • the intermediate member 94 and the outlet member 114 form the intermediate part 17. Also in the embodiment according to Fig. 7 is like that according to Fig. 5 , the volume content of the valve space 70 is very small.
  • Fig. 7 is advantageous if the control device 88 is installed to save space in a bore on the axis 102 of the fuel injection valve and is dispensed with the intermediate plates 12, 14, 104, 105 and 106 of the preceding figures.
  • the intermediate member 94 and the outlet member 114 could be made together in one piece.
  • the throttle passage 77 connects the high-pressure chamber 90 with the valve chamber 70, which is shown in dashed lines and has the same effect as in Fig. 6 ,
  • FIG. 7 a mechanical stroke stop 79 for the end face of the control piston 28 'of the injection valve member 28 in the form of an integral with the guide sleeve 78 and projecting wall which projects into the control chamber 54 and is provided with a central passage 79 b, which the control chamber 54 with the recess 62nd connects hydraulically.
  • This or an embodiment corresponding in its function could also be used in the embodiments according to the other figures.
  • the in Fig. 7 embodiment shown also be executed without mechanical stroke stop 79.
  • the solutions of Fig. 5 and Fig. 7 be combined in such a way that all elements of Fig. 7 except the disc-shaped outlet member 114 are located in the high pressure space 90 on the longitudinal axis 102, but the outlet passage 110 is in one, the second intermediate plate 106 of Fig. 5 similar intermediate plate on the desachs faced actuator axis 8 'is located.
  • a passage 108 of Fig. 5 equivalent passage must then run in this intermediate plate so that it does not establish a hydraulic connection to the high-pressure chamber 90 on its course from the end face of the shaft 58 of the intermediate valve member 56 to the outlet passage 110. This is the case when the passage is for example as oblique hole is performed in this intermediate plate.
  • the intermediate plate will then be thicker than in Fig. 5 shown in order to accommodate the oblique inside passage of the passage can.
  • FIG. 8 shows in longitudinal section and in an enlarged view a partial section of a fifth alternative design variant of the control device 88 of the fuel injection valve, that of Fig. 7 is similar.
  • the mushroom-shaped intermediate valve member 56 has as in Fig. 2 shown a flat seat. However, there is no groove 76 'in the intermediate element 94 available.
  • Two opposing holes 96 in the intermediate member 94 (it could also be a bore 96 or more than two holes 96) form with its open inlet into the recess 62 together with the intermediate valve member 56, the intermediate valve 56 '.
  • this construction in addition to the passage in the recess 62, also closes the passage to the sliding fit 94 "of the stem 58 with the intermediate member 94.
  • This sliding fit 94" is now allowed, if desired, may be made less accurate than those of the previous design variants, and their play may be, instead of typically 2 to 6 micrometers, a close sliding fit as in the embodiments of FIGS Fig. 1 to 7 , up to 50 microns. With a clearance of 50 microns in the injection process, the leakage from the groove 76 '( Fig. 2 ) or the corresponding position of the preceding figures in the valve chamber 70 very large, which with the variant of Fig.
  • FIG. 9 shows in longitudinal section and in enlarged view a partial section of a sixth alternative design variant of a control device 140 of the fuel injection valve of the present invention.
  • the second intermediate plate 14 is a acting as a 2/3 way valve, pill-like flat seat valve member 120 which of a valve pin 122, for example can be actuated by a piezo actuator, can be moved.
  • the flat seated valve member 120 may perform a specific small stroke in the second intermediate plate 14, between the housing body 10 and the first intermediate plate 12.
  • the flat seat valve member 120 has two flat seats, because it is thus particularly easy to obtain the particular small stroke by the difference in the thickness of the second intermediate plate 14 and the thickness of the flat seat valve member 120.
  • the flat seat valve member with a first valve seat 124 closes the connection between the valve chamber 70 and the low-pressure fuel return 50 (see Fig.
  • a high-pressure channel 126 which is located in the first intermediate plate 12 and is connected to the high-pressure chamber 42, from a relatively large, unthrottled cross-section.
  • the high-pressure passage 126 itself defining a sufficiently large circumferential seat cross-section with the valve seat 128, but an extension of the high-pressure passage 126 could also be formed in the region of the valve seat 128, of whatever geometric shape, to create a lateral surface on the valve seat 128, which is substantially larger than the passage of the throttle passage 68.
  • the lateral passage 70 'and a central passage bore 138 in the first intermediate plate 12 of relatively large cross-section connect the valve space 70 to the throttle passage 68 in the intermediate plate 132, which has lateral recesses 136 and pressed by a compression spring 134 to the lower surface 12 a of the first intermediate plate 12 becomes.
  • the position of the intermediate pad 132 is as in FIG Fig. 9 shown.
  • the passage bore 138 could also be arranged obliquely, so that the passage 70 'can be omitted.
  • the function of the control device 140 is as follows: for injection, the actuator assembly pushes the flat seat valve member 120 from its abutment position on the first valve seat 124 to the upper surface 12b of the first intermediate plate 12 by means of the valve pin 122, thus opening the first valve seat 124 to the low pressure outlet 50 and closing it As a result, the pressure in the valve chamber 70 drops and consequently also in the control chamber 54.
  • the injection valve member 28 can open and the opening movement is controlled by the throttle passage 68. If the first valve seat 124 is closed by the movement of the flat seat valve member 120 to terminate the injection, the second valve seat 128 opens at the same time.
  • the fuel flow through the relatively large cross sections into the valve chamber 70 and into the passage bore 138 opens the intermediate plate by removing it from its installation is pushed away on the lower surface 12 a.
  • FIG. 10 shows in longitudinal section and in enlarged view a partial section of a seventh alternative design variant of the control device 142 of the fuel injection valve of the present invention, which is similar to the execution of Fig. 9 is.
  • the exact throttle passage 68 is located in the flat seat valve member 144 and communicates via the passage bore 146 of relatively large cross-section with the control chamber 54.
  • the passage bore 146 in the first intermediate plate 12 is arranged obliquely.
  • the throttle passage 68 must be aligned with the passage hole 146. This is ensured when the flat seat valve member 144 is not circular, but for example, has two chamfered surfaces laterally or oval or (right) is angularly aligned with an associated guide shape of the valve chamber 70 of the second intermediate plate 14 on the circumference.
  • a groove 146b in the first intermediate plate 12 (shown in phantom) or in the flat seat valve member 144 could ensure the hydraulic connection with a circular shape of the flat seat valve member 144. Since the passage bore 146 and also any distance in the groove 146b are short, the effect of the changed position of the throttle passage 68 is functionally the same as if the throttle passage 68 would be geometrically connected directly to the control chamber.
  • intermediate plates 12 and 14 could be combined to form a workpiece.
  • control device 142 The function of the control device 142 is analogous to that of Fig. 9 , The construction is easier because in FIG. 10 the intermediate plate 132 and the compression spring 134 are not needed.
  • the intermediate element 94 and the outlet 114 of the in Fig. 8 shown embodiment to a single workpiece, an intermediate body 150, summarized.
  • the intermediate part 17 forming the disc-like intermediate body 150 is held by means of the clamping nut 18 sealingly on the one hand on the nozzle body 16 and on the other hand on the housing body 10 in abutment.
  • the Fig. 12 and 13 show the intermediate body 150 enlarged.
  • a downwardly open, blind hole-like recess in the intermediate body 150 forms with its circular cylindrical shell the sliding fit 58 'with the shaft 58 of the mushroom-like intermediate valve member 56 and limited with the shaft 58, the valve chamber 70.
  • This is on the one hand via a very narrow Zulassbohrung 152 with, with The longitudinal bore 22 connected to the high-pressure inlet and, on the other hand, to the control chamber 54 via the precise throttle passage 68 in the intermediate valve member 56.
  • the outlet passage 110 leads to the passage in the housing body 10, in which the actuator shaft 112 is arranged and which opens into the low-pressure return 50.
  • blind hole-like recess extend through the intermediate body 150 through three holes 96, which are on the overhead side by a substantially V-shaped connecting groove 154 with the longitudinal bore 22 interference connected. On the lower side they open into the control chamber 54 and are closed by means of the head of the intermediate valve member 56.
  • the guide sleeve 78 is held with its end face 78b on the intermediate body 150 in close contact with the guide sleeve 78 between the U-shaped distribution groove 156 and the mouth of the holes 96 abuts the intermediate body 150.
  • the guide sleeve 78 compared with the region of the close sliding fit with the control piston 28 'of the injection valve member 28, extended formed to accommodate the head of the intermediate valve member 56 with sufficient radial play.
  • the intermediate body 150 has two blind-hole-like positioning holes 158 into which positioning pins on the housing body 10 engage.
  • Fig. 12 may be hardened around the mouth of the outlet passage 110 extending, cooperating with the flat end face of the Aktuatorschafts 112, a valve seat forming annular region.
  • the actuator shaft 112 closes the outlet passage 110, the injection valve member 28 abuts the injection valve seat 44, and the intermediate valve 56 'is opened; his head abuts an inner shoulder of the guide sleeve 78.
  • the actuator shaft 112 is withdrawn, resulting in a pressure drop in the valve chamber 70, because the flow cross section of the outlet passage 110 is substantially greater than the sum of the flow cross sections of the throttle passage 68 and the inlet bore 152. This has the consequence that the intermediate valve 56th 'closes and the pressure in the control room 54 therefore falls very quickly.
  • the injection valve member 28 is lifted by the pressure drop in the control chamber 54 against the action of the compression spring 34 from the injection valve seat 44.
  • the outlet passage 110 is closed by means of the actuator shaft 112. It comes very quickly to an at least approximate pressure equalization between the control chamber 54 and the valve chamber 70.
  • the in the Fig. 11 displayed embodiment also works without Zulassbohrung 152. Feeding the opening of the intermediate valve 56 'slightly delayed.
  • the opening cross section of the outlet passage is at least twice as large as the cross section of the exact throttle passage 68.
  • control devices of the fuel injectors of the present invention may also be used individually or in combinations other than those shown herein, as defined in the appended claims.

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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 (16)

  1. Soupape d'injection de carburant (1) pour l'injection intermittente de carburant dans la chambre de combustion d'un moteur à combustion interne, comprenant un boîtier (6) qui comporte un corps de boîtier (10) et un corps de buse (16) pourvu d'un siège de soupape d'injection (44), un espace haute pression (42 ; 90) disposé dans le boîtier (6), lequel espace haute pression est en liaison avec une entrée de carburant haute pression (20) et avec le siège de soupape d'injection (44), un organe de soupape d'injection (28) disposé de manière déplaçable longitudinalement dans le boîtier (6), lequel organe de soupape d'injection coopère avec le siège de soupape d'injection (44), un ressort de compression (34) qui d'une part s'appuie contre l'organe de soupape d'injection (28) et sollicite ce dernier avec une force de fermeture orientée en direction du siège de soupape d'injection (44) et qui d'autre part s'appuie contre une douille de guidage (36 ; 78) et presse en l'occurrence de manière étanche la douille de guidage (36 ; 78) contre une pièce intermédiaire (17), la douille de guidage (36 ; 78), conjointement avec un piston de commande (28') de l'organe de soupape d'injection (28) guidé dans la douille de guidage (36 ; 78), délimitant un espace de commande (54) par rapport à l'espace haute pression (42 ; 90), et comprenant un dispositif de commande (52 ; 52' ; 52" ; 52'", 88) pour la commande du déplacement axial de l'organe de soupape d'injection (28) par variation de la pression dans l'espace de commande (54), comprenant une soupape intermédiaire (56') dont l'organe de soupape intermédiaire (56), dans la position d'ouverture, libère une admission haute pression (76, 96) dans l'espace de commande (54) et, dans la position de fermeture, interrompt l'admission haute pression (76, 96) et sépare l'espace de commande (54) d'un espace de soupape (70) - mis à part un passage d'étranglement (68) -, et un agencement d'actionneur (24) à commande électrique pour relier l'espace de soupape (70) à un retour de carburant basse pression (50) et séparer l'espace de soupape (70) de ce retour de carburant basse pression, caractérisée en ce que l'organe de soupape intermédiaire (56) sépare de manière permanente l'espace de commande (54) de l'espace de soupape (70) - mise à part la liaison permanente au moyen du passage d'étranglement (68).
  2. Soupape d'injection de carburant selon la revendication 1, caractérisée en ce que l'admission haute pression (76, 96) est formée par un passage, menant jusqu'à l'espace de commande (54), de grande section transversale par comparaison avec la section transversale du passage d'étranglement (68).
  3. Soupape d'injection de carburant selon la revendication 1 ou 2, caractérisée en ce que l'organe de soupape intermédiaire (56) est réalisé en forme de champignon, commande l'admission haute pression (76, 96) à l'aide de sa tête (60), est guidé à l'aide de sa tige (58) avec un ajustement glissant (58' ; 94' ; 94") dans la pièce intermédiaire (17) et délimite l'espace de soupape (70).
  4. Soupape d'injection de carburant selon la revendication 3, caractérisée en ce que l'ajustement glissant (58' ; 94') est un ajustement glissant serré.
  5. Soupape d'injection de carburant selon l'une quelconque des revendications 1 à 4, caractérisée en ce que la soupape intermédiaire (56') présente, dans la position d'ouverture, une section transversale considérablement plus grande que la section transversale du passage d'étranglement (68).
  6. Soupape d'inj ection de carburant selon l'une quelconque des revendications 1 à 5, caractérisée en ce qu'un siège plan coopérant avec l'organe de soupape intermédiaire (56) est réalisé sur la pièce intermédiaire (17).
  7. Soupape d'injection de carburant selon l'une quelconque des revendications 1 à 5, caractérisée en ce qu'un siège conique coopérant avec l'organe de soupape intermédiaire (56) est réalisé sur la pièce intermédiaire (17).
  8. Soupape d'injection de carburant selon la revendication 3 ou 4, caractérisée en ce que la soupape intermédiaire (56'), dans la position de fermeture, empêche le passage de carburant de l'admission haute pression (76, 96) jusqu'à l'ajustement glissant (58', 94', 94").
  9. Soupape d'injection de carburant selon l'une quelconque des revendications 1 à 8, caractérisée en ce que l'organe de soupape intermédiaire (56) est constamment sollicité en direction de la position d'ouverture par la force d'un ressort de compression (66).
  10. Soupape d'injection de carburant selon l'une quelconque des revendications 1 à 9, caractérisée en ce que l'agencement d'actionneur (24) comprend un organe de soupape d'actionneur (72) qui est enfoncé dans l'espace de soupape (70) pour ouvrir le passage de sortie (73) et déplace conjointement un élément de piston (80) par son déplacement, lequel élément de piston réduit le volume de l'espace de commande (54) et est déplacé dans la direction opposée pour fermer le passage de sortie (73), l'élément de piston (80) réduisant le volume de l'espace de soupape (70) par un appui constant contre l'organe de soupape d'actionneur (72).
  11. Soupape d'injection de carburant selon l'une quelconque des revendications 1 à 10, caractérisée en ce qu'un passage de sortie (110) part de l'espace de soupape (70), lequel passage de sortie est de préférence réalisé dans un élément de sortie séparé (109 ; 114).
  12. Soupape d'injection de carburant selon la revendication 11, caractérisée en ce que le passage de sortie (110), l'organe de soupape intermédiaire (56), la douille de guidage (78) et l'organe de soupape d'injection (28) sont disposés sur un axe longitudinal (102) de la soupape d'injection de carburant.
  13. Soupape d'injection de carburant selon l'une quelconque des revendications 1 à 12, caractérisée en ce que la pièce intermédiaire (17) comprend une première plaque intermédiaire (12) située du côté du corps de buse et une deuxième plaque intermédiaire (14), située du côté de corps de boîtier et s'appliquant à plat contre cette première plaque intermédiaire, et l'espace de soupape (70) est délimité, du côté de la périphérie, par la deuxième plaque intermédiaire (14 ; 106) et, du côté frontal, par le corps de boîtier (10) et la première plaque intermédiaire (12 ; 104).
  14. Soupape d'injection de carburant selon les revendications 3 et 13, caractérisée en ce que l'ajustement glissant (58') est réalisé dans la première plaque intermédiaire (12 ; 104).
  15. Soupape d'injection de carburant selon l'une quelconque des revendications 1 à 14, caractérisée en ce que l'agencement d'actionneur (24) est disposé sur un axe d'actionneur (8') désaxé par rapport à un axe longitudinal (8).
  16. Soupape d'injection de carburant selon l'une quelconque des revendications 1 à 15, caractérisée en ce que l'agencement d'actionneur (24) commande le flux de carburant dans le retour de carburant basse pression (50) en fonction de la course et, lors d'une course partielle, le déplacement d'ouverture de l'organe de soupape d'injection (28) a lieu plus lentement que lors de la course maximale.
EP07701891.9A 2006-03-03 2007-02-22 Soupape d'injection de carburant pour moteurs a combustion interne Active EP1991773B1 (fr)

Applications Claiming Priority (2)

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CH3402006 2006-03-03
PCT/CH2007/000091 WO2007098621A1 (fr) 2006-03-03 2007-02-22 Soupape d'injection de carburant pour moteurs A combustion interne

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EP1991773A1 EP1991773A1 (fr) 2008-11-19
EP1991773B1 true EP1991773B1 (fr) 2013-05-15

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US (1) US8544771B2 (fr)
EP (1) EP1991773B1 (fr)
JP (1) JP5110321B2 (fr)
CN (2) CN101395366B (fr)
BR (1) BRPI0708551B1 (fr)
RU (1) RU2438035C2 (fr)
WO (1) WO2007098621A1 (fr)
ZA (1) ZA200807310B (fr)

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WO2021165275A1 (fr) 2020-02-17 2021-08-26 Ganser-Hydromag Ag Soupape d'injection de carburant pour des moteurs à combustion interne
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CH710127A1 (de) * 2014-09-17 2016-03-31 Ganser Crs Ag Brennstoffeinspritzventil für Verbrennungskraftmaschinen.
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WO2006108309A1 (fr) * 2005-04-14 2006-10-19 Ganser-Hydromag Ag Injecteur de carburant

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018162747A1 (fr) 2017-03-10 2018-09-13 Liebherr-Components Deggendorf Gmbh Soupape d'injection de carburant
DE102017002366A1 (de) 2017-03-10 2018-09-13 Liebherr-Components Deggendorf Gmbh Kraftstoffeinspritzventil
CN110546376A (zh) * 2017-03-10 2019-12-06 利勃海尔零部件代根多夫有限公司 燃料喷射阀
EP3800344A1 (fr) 2017-03-10 2021-04-07 Liebherr-Components Deggendorf GmbH Soupape d'injection de carburant
US11215155B2 (en) 2017-03-10 2022-01-04 Liebherr-Components Deggendorf Gmbh Fuel injection valve
CN110546376B (zh) * 2017-03-10 2022-01-14 利勃海尔零部件代根多夫有限公司 燃料喷射阀
EP3800344B1 (fr) * 2017-03-10 2023-06-07 Liebherr-Components Deggendorf GmbH Soupape d'injection de carburant
US11499513B2 (en) 2018-04-18 2022-11-15 Liebherr-Components Deggendorf Gmbh Injector for injecting fuel
WO2020260285A1 (fr) 2019-06-25 2020-12-30 Ganser Hydromag Ag Soupape d'injection de carburant pour des moteurs à combustion interne
WO2021165275A1 (fr) 2020-02-17 2021-08-26 Ganser-Hydromag Ag Soupape d'injection de carburant pour des moteurs à combustion interne

Also Published As

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BRPI0708551B1 (pt) 2019-07-02
JP5110321B2 (ja) 2012-12-26
CN102828872A (zh) 2012-12-19
CN101395366A (zh) 2009-03-25
RU2008139317A (ru) 2010-04-10
JP2009528480A (ja) 2009-08-06
ZA200807310B (en) 2009-11-25
US8544771B2 (en) 2013-10-01
CN102828872B (zh) 2015-09-02
RU2438035C2 (ru) 2011-12-27
EP1991773A1 (fr) 2008-11-19
WO2007098621A1 (fr) 2007-09-07
BRPI0708551A2 (pt) 2011-05-31
CN101395366B (zh) 2012-09-12
US20090065614A1 (en) 2009-03-12

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