EP2394049A1 - Brennstoffeinspritzventil für verbrennungskraftmaschinen - Google Patents
Brennstoffeinspritzventil für verbrennungskraftmaschinenInfo
- Publication number
- EP2394049A1 EP2394049A1 EP10701799A EP10701799A EP2394049A1 EP 2394049 A1 EP2394049 A1 EP 2394049A1 EP 10701799 A EP10701799 A EP 10701799A EP 10701799 A EP10701799 A EP 10701799A EP 2394049 A1 EP2394049 A1 EP 2394049A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- injection valve
- valve
- valve member
- pressure
- chamber
- 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
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
- F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
- F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
- F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
- F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
- F02M45/08—Injectors peculiar thereto
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
- F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
- F02M47/025—Hydraulically actuated valves draining the chamber to release the closing pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- 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
-
- 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
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 known, for example, from WO 2007/098621 A1 of the Applicant.
- Such fuel injectors have a simple structure 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. In this case, the realization of multiple injections with very short time intervals is possible in such a fuel injection valve.
- the control chamber and the valve chamber are permanently connected to one another via an exact throttle passage
- the intermediate valve moreover, permanently separates these two chambers from one another.
- the throttle passage is disposed immediately adjacent to the control room.
- the connected to the high-pressure chamber of the injection valve, leading into the control chamber high-pressure admitting large cross section, compared with the cross section of the throttle passage, is controlled by the intermediate valve. Since the cross section of the controlled by an electric actuator arrangement outlet from the valve chamber can also be substantially larger than the cross section of the throttle passage, the opening movement of the injection valve member is in - 9 -
- Throttle passage dependent When closing the spout from the valve chamber by means of the actuator assembly, the intermediate valve opens quickly and gives the connected to the high-pressure chamber passage of large
- the embodiment variants of the fuel injection valve shown in WO 2007/098621 in the local FIGS. 1 to 7 show the receptacle of the shaft of the intermediate valve member in a close sliding fit, which is formed in the intermediate part.
- a close sliding fit is absolutely necessary in order to provide sufficient separation between the high-pressure admission valve and the valve space open to the low-pressure fuel outlet, even in the open position of the intermediate valve, except for negligible leakage for the function of the injection valve.
- This tight sliding fit requires very precisely manufactured components, in particular the shaft of the intermediate valve member and the bore receiving the shaft must be made in the intermediate part with very small tolerances in the range of a few micrometers, whereby the production of these components of the fuel injection valve is expensive.
- a sliding fit with a tolerance of up to several hundredths of a millimeter between the shank of the intermediate valve member and the bore in the intermediate part can be achieved according to the alternative embodiment in FIG. 8 of WO 2007/098621 if the high-pressure admission in the closed position of the intermediate valve through the sealing surface of the head the intermediate valve member is closed and thus the flow of H ⁇ chtikzulass to the valve chamber is completely interrupted.
- the sealing surface of the head lies flat against the surface of the intermediate valve seat.
- Injection process can be deteriorated.
- the object of the invention is therefore to develop a generic fuel injector such that the above disadvantages can be avoided, with a sliding fit with larger tolerances should be made possible for cost reasons.
- the sealing surface of the head and the surface of the intermediate valve seat are designed such that they produce a throttled fluid connection between the high-pressure admission and the sliding fit in the closed position of the intermediate valve.
- the sealing surface of the head and the surface of the intermediate valve seat are aligned with each other, preferably inclined to each other that they rest in the closed position of the intermediate valve radially outside sealingly and radially inwardly an axially increasing throttle gap form for the throttling of the high pressure zulass Valve space down. Since the sealing surfaces are circular around the Valve axis are shaped, comes theirs . Inclination due to their different conicity.
- a throttling of the high-pressure admission can be achieved, which is so strong that the still possible flow between the high pressure admittance and the valve chamber does not affect the remaining function of the fuel injection valve.
- the throttling achieved directly at the mouth of the high-pressure admission is so strong that the sliding fit between the shaft and the intermediate part can have relatively large tolerances, in particular in the range of one hundredth of a millimeter.
- the intermediate valve member, in particular its shaft, and the intermediate part, in particular its bore receiving the shaft can be manufactured with greater tolerances, which leads to cost savings.
- the preferably formed between the two sealing surfaces of the head and the intermediate valve seat throttle gap leads to an avoidance or at least a strong reduction of adhesion forces between these sealing surfaces, since ' they rest in the closed position of the intermediate valve only along the circumference of the head together and a circumferential ring seal form, whereby a flat contact between them is avoided.
- a precise control of the termination of the injection process by opening the intermediate valve is made possible, since at the beginning of the opening of the intermediate valve member no adhesion forces are to be overcome.
- at least one of these surfaces is curved, wherein the surface then forms a kind of dome.
- the curvature need not necessarily be part of a circular arc, but may also be part of any conic section, in particular also be designed parabolic.
- a throttle gap with at least one curved interface is formed between the sealing surfaces. If both surfaces are curved in the same direction, one of the sealing surfaces has a smaller radius of curvature than the other, so that the radially inwardly widening throttle gap can be formed.
- two mutually convex curves could be provided between which the throttle gap is executed.
- the intermediate valve While the control chamber and the valve chamber are permanently connected to one another via an exact throttle passage, the intermediate valve, moreover, permanently separates these two chambers from one another.
- the throttle passage is disposed immediately adjacent to the control room.
- FIG. 1 shows a longitudinal section of a fuel injection valve according to the present invention
- Fig 2. In longitudinal section and in an enlarged view of a partial section of the • present invention, the fuel injection valve of Figure 1 with the control device for controlling the opening and closing movement of the • rapid injection valve member;
- Fig. 3 a longitudinal section and an enlarged view of a partial section of a first alternative design variant of the control device of the fuel injection valve of Fig. 1;
- Fig. 5 in longitudinal section and in strong, enlarged. Representation of a partial section of the
- FIG. 6 shows a longitudinal section and a greatly enlarged view of a partial section of a construction variant of the control device of FIG. 5;
- FIG. 7 shows a longitudinal section and in an even more enlarged view a partial section in the region of a throttle gap of the control device of FIG. 5.
- Figure 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 nut trained 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.
- Fuel injector 1 is connected in a known manner to a fuel supply which supplies fuel to fuel injector 1 under very high pressure, for example up to 1800 bar or higher.
- 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.
- 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 is shown and described in detail in connection with FIG.
- a low pressure fuel return 50 relieves fuel to control the movements of the injector member and directs this fuel away from the fuel injector 1.
- Figure 2 shows a longitudinal section and in an enlarged view of a portion of the inventive fuel injection valve 1 of Figure 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, continuous opening of the first intermediate plate 12 and is guided on this with a sliding fit 58 '.
- the head 60 of the intermediate valve member 56 is located, displaceable in the axial direction, in a recess 62 of the guide sleeve 36.
- the recess 62 is connected by radial passages 56 '' in the head 60 with the control chamber 54 hydraulically permanently connected and thus part of the control chamber 54th Der Head 60 is pressed by a, on a lower surface 14a of the second intermediate plate 14 supporting, small compression spring 66 to 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 space 70 in the second intermediate plate 14; a recess extending through the second intermediate plate 14 and bounded 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 shown in FIG.
- valve chamber 70 there is actuated by the Piezoaktuator 26 (Fig.l) Aktuatorventilglied 72, which bears in its closed position with its conical sealing surface 72a sealingly formed on a housing body 10, annular valve seat DS.
- the valve seat DS is formed by the mouth of an exhaust passage 73 formed in the housing body 10; this outlet passage 73 leads to the low pressure fuel return 50 (Fig. 1).
- An actuator valve member spring 74 exerts a constant, but in comparison to the fuel pressure force small spring force in the direction of the valve seat DS on the Aktuatorventilglied 72.
- a high pressure admission in the form of a bore 76 of relatively large cross section in the first intermediate plate 12th connects the control chamber 54, via a lateral passage 76a in the second intermediate plate 14, with the bore 38.
- this connection is interrupted, in its open position, the intermediate valve 56' is a circular cylindrical passage.
- the lateral passage 7 ⁇ a can alternatively be made in the first intermediate plate 12.
- the dimensions of the above-mentioned outlet passage 73, the bore 76 and the throttle passage 68 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 approx. 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 head 60 of the intermediate valve member 56 has a sealing surface 61 directed towards a surface 57 of the valve seat 59 formed in the intermediate member 17, in particular in the first intermediate part 12.
- the sealing surface 61 and the surface 57 are inclined relative to each other so that they rest in the closed position of the intermediate valve 56 'radially outside sealingly against each other and radially inwardly an axially increasing throttle gap 77 (Fig. 5-7) form for throttling of the high-pressure tap 76 toward the valve space 70, which will be explained in more detail below with reference to FIGS. 4 to 7.
- the operation of the fuel injection valve 1 is as follows: the piezoactuator 26 is energized, expands and opens by movement of the Aktuatorventilgliedes 72 down the valve seat DS and thus the outlet passage 73. This position of the Aktuatorventilgliedes 72 is in Fig. 2 with a dashed line shown. 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.
- the injection valve member 28 is now moved rapidly in the direction of the injection valve seat 44 until the injection process is interrupted.
- the realization of separate pre- or post-injections with a main injection in between and with very short time intervals between the individual injections, 'the intermediate valve member 56 28 again in the closing direction of the intermediate valve 56 by re-energizing the piezoelectric actuator 26 already during the closing movement of the injection valve member' can be moved, because the control chamber 54 and the distribution chamber 70, due to the sliding fit 58 and the throttling of Hochsruckzulasses 76, are hydraulically practically separated.
- the subsequent injection may connect directly to the end 'of the preceding and the distance between the individual, separate injections .can practically to zero can be shortened.
- this inventive control device 52 for controlling both small fuel injectors 1, such as for applications in passenger cars or truck engines, as well as much larger fuel injectors, which, for example, in locomotives Earthmoving machinery, power plants and ships.
- FIG. 3 shows in longitudinal section and in an enlarged view a partial section of a first alternative construction 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 one outlet passage 110 which communicates via a passage 108 in the first Intermediate plate 104 is hydraulically connected to the back of the shaft 58 of the intermediate valve member 56.
- the intermediate portion 17 forming the intermediate plates 104 and 106 ⁇ turn could be realized as a single workpiece ..
- the passage may also be made in the second intermediate plate 106 108th
- the valve chamber 70 of Fig. 5 is of particularly small volume content.
- the cross section of the exhaust passage 110 may be substantially larger than the " cross section of the throttle passage 68.
- the actuator shaft 112 blocks the outlet side of the exhaust passage 110 in the position shown in Fig. 3 so that no injection can take place as the actuator shaft 112 moves upward is the fuel pressure in the outlet passage 110 and the passage 108 drops rapidly, so that the fuel injection valve, in a manner analogous to in In connection with FIGS. 1 and 2 described, can inject.
- the actuator for the actuator shaft 112 may be either a piezo actuator or an electromagnetic actuator which attracts ⁇ at, energization of the actuator shaft in a known manner 112th
- FIG. 4 shows, in a longitudinal section and in an enlarged view, a partial section of a second alternative construction variant of the control device 88 of the fuel injection valve.
- 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 '.
- the sliding fit 94 '' can be made less accurate and their play can, instead of typically 2 to 6 microns of a close sliding fit as known in the art, up to 50 microns, so be several hundredths of a millimeter. Incidentally, this also applies to the embodiments shown in the other figures. However • must sliding fit 94 '' together with the throttle gap 77 cause such hydraulic separation point at least, which will produce a sufficient pressure difference, so that after actuation of the actuator assembly 24 (FIG. 1), the intermediate valve member 56 greatly slows rapidly the bores 96.
- the outlet of the bores 96 may be widened in the recess 62 on the circumference about the axis 102 in order to obtain a larger flow area with small stroke of the intermediate valve member 56.
- the control device 88 of Figure 4 unlike those of the previous figures, no compression spring 66, which also in. can be realized in the preceding embodiments.
- the intermediate valve member 56 is then controlled solely by hydraulic forces.
- FIG. 7 shows that, in the illustrated closed position of the intermediate valve (during the injection process), the sealing surface 61 of the head 60 of the intermediate valve member 56 and the surface 57 of the valve seat 59 extend radially outwards contact each other and form a - line-shaped - ring seal 59a, which prevents the flow of high-pressure fuel from the Hoch horrladässen 96 into the control chamber 54 and the recess 62.
- the sealing surface 61 and the surface 57 are, however, formed inclined to each other or have a different conicity, so that, starting from the radially outer ring seal formed 59a of the throttle gap 77 is formed between them, the .radial inward in the axial direction is greater.
- the sealing surface 61 and the surface 57 which in this embodiment are both conical (in the same direction), include an acute angle, ie an angular difference ⁇ .
- This angle difference ⁇ is less than 2 °, preferably between 0.5 ° and 1.5 °, in particular 1 °, to produce the desired throttle effect at the high-pressure ports 96, ie to reduce the flow area in the throttle gap 77 sufficiently, so that by means of the intermediate valve member 56, the desired Control of the fuel injection valve is ensured.
- the angle of the cones may be substantially greater, between 10 ° and 30 ° ' or even greater, measured at a right angle to the housing axis 8 extending plane.
- the mutually inclined configuration of the sealing surface 61 and the surface 57 have the advantage that between the two surfaces in the closed position of the intermediate valve no or the opening movement of the intermediate valve member 56 hardly adversely affecting adhesion forces, so that the movement of the intermediate valve member 56 down into the open position of Intermediate valves can be done with less effort and more precise. This allows even more accurate control of the intermediate valve member 56, so that the timing of the completion of the injection process can be determined highly precisely.
- the throttle gap 77 and the sliding fit 94 '' act as series-connected throttles, wherein the flow of fuel through these throttles for the correct and precise operation of the control device is negligible. Due to the strong throttle effect through the throttle gap 77, the sliding fit 94 '' can be provided with a larger tolerance in the range of a few hundredths of a millimeter.
- the fuel flow is interrupted from the valve chamber 70 into the low-pressure fuel outlet by closing the outlet passage 110.
- a rapid pressure equalization then takes place between the control chamber 54 and the valve space 70.
- the high-pressure inlet 96 then again in fluid communication with the Control chamber 54 stand until the outlet drift 110 is released again to the low-pressure fuel outlet 50 (FIG. 1).
- the maximum opening stroke is given by the end face 78b of the sleeve 78.
- FIG. 6 shows an alternative embodiment of the sealing surface 61 and the surface 57 of the valve seat 59. Although the two, the throttle gap 77 forming surfaces are again inclined to each other, but the sealing surface 61 of the head 60 is now considered to be substantially horizontal
- the surface 57 could be substantially horizontal - at right angles to the housing axis. 8
- the sealing surface 61 of the head would have to fall from radially outward to radially inward in the axial direction to obtain the advantageous throttle gap 77.
- at least one of the two sealing surfaces is curved, such that, starting from the ring sealing area, it extends in an arcuate manner radially inwards.
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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
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CH00192/09A CH700396A1 (de) | 2009-02-09 | 2009-02-09 | Brennstoffeinspritzventil für Verbrennungskraftmaschinen. |
PCT/CH2010/000016 WO2010088781A1 (de) | 2009-02-09 | 2010-01-22 | Brennstoffeinspritzventil für verbrennungskraftmaschinen |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2394049A1 true EP2394049A1 (de) | 2011-12-14 |
EP2394049B1 EP2394049B1 (de) | 2012-11-21 |
Family
ID=40578589
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP10701799A Active EP2394049B1 (de) | 2009-02-09 | 2010-01-22 | Brennstoffeinspritzventil für verbrennungskraftmaschinen |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP2394049B1 (de) |
CH (1) | CH700396A1 (de) |
WO (1) | WO2010088781A1 (de) |
Families Citing this family (16)
Publication number | Priority date | Publication date | Assignee | Title |
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JP5493966B2 (ja) | 2009-06-02 | 2014-05-14 | 株式会社デンソー | 燃料噴射装置 |
HUE027556T2 (en) * | 2012-06-13 | 2016-10-28 | Delphi Int Operations Luxembourg Sarl | atomizer |
DE102012220025A1 (de) | 2012-06-29 | 2014-01-02 | Robert Bosch Gmbh | Kraftstoffeinspritzventil für Brennkraftmaschinen |
DE102012221624A1 (de) * | 2012-11-27 | 2014-05-28 | Robert Bosch Gmbh | Kraftstoffeinspritzventil für Brennkraftmaschinen |
DE102012223166A1 (de) * | 2012-12-14 | 2014-06-18 | Robert Bosch Gmbh | Kraftstoffinjektor |
KR102098354B1 (ko) | 2013-03-01 | 2020-04-09 | 간제르-히드로막 아게 | 내연 기관의 연소실에 연료를 분사하기 위한 장치 |
DE102013212513A1 (de) * | 2013-06-27 | 2014-12-31 | Robert Bosch Gmbh | Kraftstoffeinspritzventil mit mehrteilig ausgeführtem Ventilkörper am Steuerraum |
DE102013212490A1 (de) * | 2013-06-27 | 2014-12-31 | Robert Bosch Gmbh | Kraftstoffeinspritzventil mit einem stoffschlüssig und/oder kraftschlüssig zur Steuerraumhülse verbundenen Ventilkörper |
GB201314826D0 (en) * | 2013-08-20 | 2013-10-02 | Delphi Tech Holding Sarl | Control Valve Arrangement |
DE102013225107A1 (de) | 2013-12-06 | 2015-06-11 | Robert Bosch Gmbh | Kraftstoffinjektor, insbesondere Common-Rail-Injektor für selbstzündende Brennkraftmaschinen |
CH710127A1 (de) * | 2014-09-17 | 2016-03-31 | Ganser Crs Ag | Brennstoffeinspritzventil für Verbrennungskraftmaschinen. |
FR3027350B1 (fr) * | 2014-10-20 | 2019-10-04 | Delphi Technologies Ip Limited | Injecteur de carburant |
DE102018109206A1 (de) | 2018-04-18 | 2019-10-24 | Liebherr-Components Deggendorf Gmbh | Injektor zum Einspritzen von Kraftstoff |
DE102019103329A1 (de) * | 2019-02-11 | 2020-08-13 | Liebherr-Components Deggendorf Gmbh | Düse eines Kraftstoffinjektors und Kraftstoffinjektor mit einer solchen Düse |
EP3990770A1 (de) | 2019-06-25 | 2022-05-04 | Ganser-Hydromag AG | Brennstoffeinspritzventil für verbrennungskraftmaschinen |
DE102020108816A1 (de) * | 2020-03-31 | 2021-09-30 | Liebherr-Components Deggendorf Gmbh | Kraftstoffinjektor |
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JP2006257874A (ja) * | 2004-04-30 | 2006-09-28 | Denso Corp | インジェクタ |
JP4556881B2 (ja) * | 2006-02-06 | 2010-10-06 | 株式会社デンソー | コモンレール式燃料噴射装置 |
DE102006009070A1 (de) * | 2006-02-28 | 2007-08-30 | Robert Bosch Gmbh | Brennstoffeinspritzventil |
ZA200807310B (en) * | 2006-03-03 | 2009-11-25 | Ganser Hydromag | Fuel injection valve for internal combustion engines |
DE102007047426A1 (de) * | 2007-05-15 | 2008-11-20 | Robert Bosch Gmbh | Injektor mit Piezoaktor |
-
2009
- 2009-02-09 CH CH00192/09A patent/CH700396A1/de not_active Application Discontinuation
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2010
- 2010-01-22 EP EP10701799A patent/EP2394049B1/de active Active
- 2010-01-22 WO PCT/CH2010/000016 patent/WO2010088781A1/de active Application Filing
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Also Published As
Publication number | Publication date |
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WO2010088781A1 (de) | 2010-08-12 |
CH700396A1 (de) | 2010-08-13 |
EP2394049B1 (de) | 2012-11-21 |
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