EP2536942B1 - Soupape d'injection de carburant haute pression pour un moteur à combustion interne - Google Patents

Soupape d'injection de carburant haute pression pour un moteur à combustion interne Download PDF

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Publication number
EP2536942B1
EP2536942B1 EP11703709.3A EP11703709A EP2536942B1 EP 2536942 B1 EP2536942 B1 EP 2536942B1 EP 11703709 A EP11703709 A EP 11703709A EP 2536942 B1 EP2536942 B1 EP 2536942B1
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EP
European Patent Office
Prior art keywords
pressure
control
fuel injection
injection valve
pressure fuel
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EP11703709.3A
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German (de)
English (en)
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EP2536942A1 (fr
Inventor
Sascha Fedrow
Janos Kerekgyarto
Anatoliy Lyubar
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Continental Automotive GmbH
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Continental Automotive GmbH
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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
    • F02M47/027—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
    • 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
    • F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
    • F02M63/0005—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using valves actuated by fluid 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
    • F02M63/001—Fuel-injection apparatus having injection valves held closed mechanically, e.g. by springs, and opened by a cyclically-operated mechanism for a time
    • 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

  • High-pressure fuel injectors of the underlying type are used for the quantitative and temporally defined injection of fuel into the combustion chamber of an internal combustion engine, both diesel and gasoline engines.
  • electronically controlled, both electromagnetically and piezoelectrically actuated injection valves have prevailed.
  • the fuel is brought by means of a high-pressure pump in a high-pressure accumulator, the common rail, to a high pressure, currently up to 2000 bar, and is at this pressure to the individual injectors.
  • the controlled opening of a valve the fuel is then metered at this high pressure through the injector into the combustion chamber and thereby atomized.
  • the higher the pressure that is applied the greater the metered quantity of fuel will be for the same opening time of the injector. That is, with increasing system pressure also increases the demand on the switching speed and switching accuracy of the injector.
  • several individual injections with different, sometimes very small injection quantities must be carried out per combustion process. The accuracy of the injection has an impact on the design of the combustion process and thus not only on the smoothness of the engine but can also significantly affect the consumption and pollutant emissions.
  • the known piezo injectors are actuated by means of piezo actuators and allow a very fast and accurate metering of the amount of fuel and are for example in the textbook " Diesel and gasoline direct injection ", Prof. Dr.-Ing.Helmut Tschöke et al., Expert Verlag 2001 , described.
  • the four times faster switching time of the piezo injectors compared to previous systems allows short and variable distances between the individual injections, such as pre-injection, main injection and post-injection. Very short switching times are possible. As a result, the injected fuel quantity can be controlled and metered very precisely. Furthermore, excellent repeatability is guaranteed.
  • the piezo actuator since the actuator movements generated with the piezo actuators very small and possibly to be overcome pressure forces are very large, the opening and closing of such an injector takes place hydraulically, using the fuel pressure, the piezo actuator only serves to switch a control valve and thereby to create the respectively required pressure difference.
  • the fuel high pressure of the common rail is at the rear end of the control plunger in the control chamber and in a high-pressure annular chamber at a pressure shoulder of the nozzle needle. Due to the design-related annular gaps between the control plunger and the associated receiving bore in the valve stem and between the nozzle needle and associated receiving bore in the valve tip creates a constant, referred to as permanent leakage, fuel leakage current.
  • WO 00/28205 shows the international patent application WO 00/28205 a fuel injection valve for internal combustion engines of the type described above, wherein a control piston, which is in operative connection with an injection valve member, is acted upon by the fuel system pressure from a high pressure supply line on the one hand and by the fuel control pressure in a control room on the other hand.
  • the control pressure in the control chamber is controllable by opening or closing an electrically controllable control opening, whereby a hydraulic opening or closing of the injection valve member is effected.
  • the present invention is therefore based on the object of specifying a high-pressure injection valve which has a greatly reduced permanent leakage with high precision and speed of injection. This should, even with further increasing system pressures, the power demand on the high-pressure pump are kept within reasonable limits.
  • the high-pressure fuel injection valve according to the invention for an internal combustion engine has a valve stem extending along a longitudinal axis and an adjoining valve tip, as well as a nozzle needle and a control piston. Furthermore, the high-pressure fuel injection valve has a control valve with an actuating actuator and a high-pressure fuel port and a low-pressure fuel port.
  • the valve stem and the valve tip is one extending along the longitudinal axis the receiving space provided in which the control piston and the nozzle needle in the longitudinal axis direction arranged one behind the other and are movably guided in the longitudinal axis direction.
  • the nozzle needle is arranged on the nozzle tip side facing the control piston and cooperates with a sealing seat in the nozzle tip, wherein the receiving space on the side facing away from the nozzle tip of the control piston forms a closing control chamber, which is bounded by an upper control piston surface and via a first inlet throttle with the high-pressure fuel port and a first return throttle with the low-pressure fuel port is hydraulically in communication.
  • the high-pressure fuel injection valve according to the invention is characterized in that the receiving space on the nozzle tip facing side of the control piston forms an opening control chamber, which is delimited by a lower control piston surface and via a second inlet throttle with the high-pressure fuel port and a second return throttle with the low-pressure fuel port hydraulically is in communication and that the control valve is arranged for operation-dependent opening and closing of the hydraulic connection between the return throttles and the low-pressure fuel port.
  • the inner diameter of the receiving space and the outer diameter of the control piston are matched to one another that the seat of the control piston is hydraulically as tight as possible and thus as little fuel as possible uncontrolled flow from the closing control chamber into the opening control room or vice versa.
  • the main advantage of the invention is the fact that no permanent leakage occurs as long as the valve is not driven to open and thus the leakage leakage current is reduced overall. This not only allows a cost-saving design of the high pressure pump, but also increases the efficiency of the engine and thus reduces harmful emissions.
  • the lower required delivery capacity of the high-pressure pump is to be evaluated very positively, in particular with regard to increasing system pressures.
  • Other additional advantages are smaller dead times between control and the injection process, shorter opening and closing times of the nozzle needle and a lower sensitivity to fuel pressure waves in the needle area and a specifically adjustable damping of the nozzle needle movement during opening and closing. Overall, this allows a more stable multiple injection, which in addition has a positive effect on consumption and emissions.
  • the nozzle needle connects directly, without the interposition of an additional transmission mechanism to the lower control piston surface. This reduces the number of parts and the corresponding monthly cost of manufacture.
  • the nozzle needle in the transition region to the control piston has a smaller cross-sectional area than the lower control piston surface. This reduces the pressurized spool area in the opening control space from the pressurized spool area in the closing control space. This ensures at the same pressure level in the opening and closing control chamber, ie in the idle state of the high-pressure fuel injection valve, that the closing force is greater than the opening force and thus the valve remains securely closed.
  • control piston and the nozzle needle are mechanically rigidly connected or even made in one piece. This allows a direct and delay-free stroke transmission from the control piston to the nozzle needle in both the opening and closing direction of the nozzle needle and at the same time simplifies the mechanical construction of the valve unit.
  • the first return throttle has a larger flow value than the second return throttle. If the control valve is then activated in such a way that it opens, the control pressure in the closing control chamber builds up faster than in the opening control chamber. As a result, the closing force acting on the control piston reduces faster than the opposing opening force until the resulting force on the control piston eventually reverses and the high-pressure fuel injection valve opens by lifting the nozzle needle from the needle seat in the valve tip. In this case, the greater the difference between the flow values of the two return throttles, the faster the opening of the high-pressure fuel injection valve, ie the opening time is shortened.
  • the first inlet throttle has a larger flow value than the second inlet throttle. If the control valve is then activated in such a way that it closes, the control pressure builds up faster in the closing control chamber than in the opening control chamber, until the resulting force on the control piston reverses again and the high-pressure fuel injection valve closes by closing the control valve Nozzle needle presses back into the needle seat in the valve tip.
  • the greater the difference between the flow values of the two inlet throttles the faster the closing of the high-pressure fuel injection valve, ie the closing time is shortened.
  • At least one of the two return throttles has a variable flow during operation.
  • the difference between the flow values of the return throttles and thus the opening time of the high-pressure fuel injection valve can be set as a function of the operating mode of the internal combustion engine. In this way, influence can be exerted on the injection rate profile and thus on the combustion process.
  • the difference between the flow values of the return throttles and thus the closing time of the high-pressure fuel injection valve can be achieved by targeted modification of the flow rate value of one or both inlet throttles depending on the operating mode of the internal combustion engine. This can also be influenced on the injection rate and thus on the combustion process.
  • the additional arrangement of a compensation channel which hydraulically connects the closing control chamber and the opening control chamber, as well as the arrangement of a compensation throttle in this channel represents another possibility of the design of the high-pressure fuel injection valve.
  • the compensation channel and the compensation throttle can both in Control piston and be arranged in the valve stem. Through this connection takes place a more or less delayed pressure equalization between closing and opening control room. As a result, a more or less strong damping of the dynamics of the opening or closing operations can be achieved.
  • This compensating connection can be constructively represented by the annular gap between the control piston and the inner wall of the receiving space, in which the control piston is mounted movably guided in the longitudinal direction.
  • the closing control chamber of the high-pressure fuel injection valve may be arranged as a compression spring closing spring arranged by the control piston is acted upon by an additional closing force in the direction of the needle seat.
  • the actuating actuator of the control valve may be formed as Elektromagnetaktuator or as a piezoelectric actuator. In both cases, a high switching speed can be achieved, the very small single injection quantities and several individual injections during a combustion cycle in each case Cylinder of the internal combustion engine allows.
  • the high-pressure fuel injection valve has a control valve with an actuating actuator and a high pressure fuel port and a low pressure fuel port.
  • a control piston and the nozzle needle in the longitudinal axis direction are arranged one behind the other and movably guided.
  • the receiving space of the control piston forms with the control piston a closing control space which is delimited by the upper control piston area, and an opening control space which is delimited by the lower control piston area.
  • the two control chambers are each hydraulically connected via an inlet throttle to the high-pressure fuel port and in each case via a return throttle to the low-pressure fuel port.
  • the control valve is arranged to operatively open and close the fuel return between the return orifices and the low pressure fuel port.
  • the flow rates of the inlet throttles and the return throttles are selected such that when the control valve is actuated, the high-pressure fuel injection valve opens and closes again when the control is withdrawn. Due to the inventive design of the high-pressure fuel injection valve occurs no leakage loss, while the valve is not driven to open.
  • the high-pressure fuel port 4 and the low-pressure fuel port (22) and the control chamber 6 and the servo control valve 21 is arranged.
  • the control chamber 6 Via a control inlet channel 3 and an inlet throttle 5 arranged therein, the control chamber 6 is in hydraulic communication with the high-pressure fuel port 4.
  • the servo control valve 21 opens and closes a control return passage 23 which hydraulically connects the control chamber 6 to the fuel low pressure port 22.
  • a return throttle 20 is arranged in the control return passage 23.
  • the closing spring chamber 10 is arranged in the opposite foot of the valve stem 8.
  • the control plunger 7 is arranged displaceably guided in the longitudinal direction in a longitudinal direction through the valve stem 8 and protrudes in the head end of the valve stem 8 In the control chamber 6 and at the foot of the valve stem 8 in the closing spring chamber 10.
  • the diameter of the receiving bore and the control plunger 7 are coordinated so that the seat of the control plunger 7 is hydraulically as tight as possible to the leakage current from the control chamber 6 as small as possible to keep.
  • the valve tip 12 is arranged at the foot end of the valve stem 8 and thus closes off the closing spring chamber 10.
  • a guide bore for the nozzle needle 13 is arranged in the valve tip 12, which opens at its, the valve stem 8 opposite end into a blind hole 14.
  • the nozzle needle 13 is arranged and sits with its needle tip in the needle seat 16 of the valve tip 12th
  • the needle tip opposite end of the nozzle needle 13 protrudes into the closing spring chamber 10 in the transition region between the valve tip 12 and valve stem 8 and is in touching contact with the control plunger 7.
  • a formed as a spiral compression spring closing spring 11 is arranged in the closing spring chamber 10 concentric to the control plunger 7, supported on the valve stem 8 and acts on the nozzle needle 13 with a pressure force which presses the needle tip into the needle seat 16 and so keeps the injection valve closed.
  • the nozzle needle 13 has a diameter jump and thus forms a pressure shoulder 17.
  • a high-pressure annular chamber 18 is arranged, which is formed as a ring in the guide bore extending around the nozzle needle 13 around.
  • the high-pressure ring chamber 18 is connected via an inlet channel in the valve tip 12 and a corresponding inlet channel 9 in the valve stem 8 with the high-pressure fuel port in hydraulic communication.
  • the diameter of the guide bore and the nozzle needle 13 are matched to one another such that the seat of the nozzle needle 13 is hydraulically as tight as possible in order to keep the leakage flow from the high-pressure annular chamber 18 as low as possible.
  • an annular gap is formed between the reduced diameter in this area of the nozzle needle 13 and the guide bore, through which the fuel from the high-pressure ring chamber 18 to the blind hole 14 can flow.
  • the closing spring chamber 10 is connected via a return passage 19 in the valve stem 8 directly to the fuel low pressure port 22 in hydraulic communication.
  • the pressure acts on the pressure shoulder 17 of the nozzle needle 13 in the opening direction of the nozzle needle 13 against the closing force exerted by the closing spring and the control plunger 7.
  • the servo control valve 21 When the servo control valve 21 is closed, the resulting force acts due to the larger area of the control tappet 7 with respect to the pressure shoulder 17 of the nozzle needle 13 and the additional force of the closing spring 11, in the closing direction on the nozzle needle 13 and keeps them in their needle seat 16 and thus the injection valve is closed.
  • the pressure in the control chamber 6 is adjusted by the servo control valve 21, the inlet throttle 5 arranged in the control inlet channel 3 and the return throttle 20 arranged in the control return channel 23.
  • the servo control valve 21 is opened by the piezoelectric actuator 1
  • fuel flows from the control chamber 6 via the return throttle 20 and the servo control valve 21 in the control return passage 23 in the direction of low-pressure fuel supply 22.
  • Inlet and return throttle 5/20 are calibrated so that more fuel flows into the control return passage 23 than can flow in via the control inlet channel 3.
  • the pressure in the control chamber 6 decreases so far that ultimately the resulting force on the nozzle needle 13 is reversed, the nozzle needle 13 lifts out of its seat and thus opens the injection valve.
  • the closing spring 11 can hold the nozzle needle 13 only up to a pressure of about 100 bar on its needle seat 16 and should prevent the entry of combustion gases into the injector at zero pressure and engine start. In addition, this accelerates the closing operation, which is initiated by closing the servo control valve 21.
  • the pressure in the control chamber 6 rises again up to the accumulator pressure of the common rail. As soon as the resultant force on the nozzle needle 13 is reversed again, the nozzle needle 13 is again pressed into its needle seat 16 and the injection valve is closed.
  • FIG. 2 shows a simplified schematic representation of a high-pressure fuel injection system consisting of the high-pressure fuel injection valve 100, a high-pressure fuel storage 40, a high-pressure fuel pump 50 and a fuel tank 60th
  • the high-pressure fuel injection valves 100 are each connected via a high-pressure fuel port 4. For the sake of clarity, only a high-pressure fuel injection valve is shown here. Other connections are indicated by arrows only.
  • the fuel high-pressure accumulator 40 is supplied via the high-pressure fuel pump 50 with fuel, which is removed by the high-pressure fuel pump 50 from the fuel tank 60. Via a low-pressure return line 70, the resulting fuel leakage currents in the system are returned to the fuel tank 60.
  • the high-pressure fuel injection valve 100 itself has a valve stem 8, a valve tip 12 and a control valve 80.
  • the control valve 80 is actuated by an electrically actuated actuator, which may alternatively be embodied as an electromagnetic actuator or as a piezoactuator.
  • an electrically actuated actuator which may alternatively be embodied as an electromagnetic actuator or as a piezoactuator.
  • a cylindrical receiving space for the control piston 34 is provided, which is referred to below as the cylinder chamber 30.
  • the control piston 34 is fitted in this cylinder chamber 30 so that it is guided displaceably guided therein in the longitudinal direction and closes as hydraulically tight as possible with the cylinder space wall.
  • the cylinder chamber 30 is formed longer in the axial direction than the control piston 34, so that on the side facing away from the nozzle tip 12 of the control piston 34, a closing control chamber 31 is formed, which is bounded by the upper control piston surface.
  • the closing control chamber 31 is hydraulically connected via a first inlet throttle ZD1 in the closing control chamber inlet 32 to the high-pressure fuel port 4 and via a first return throttle RD1 in the closing control chamber return 33 and the control valve 80 to the low-pressure fuel port 22 ,
  • an opening control chamber (35) is formed, which is bounded by the lower control piston surface.
  • the opening control chamber is connected via an inlet channel 9 and a second inlet throttle (ZD2) in the opening control chamber inlet 36 with the high-pressure fuel port (4) and a second return throttle (RD2) in the opening-control chamber return 37, the return channel 19th and the control valve 80 hydraulically communicates with the low pressure fuel port (22).
  • ZD2 second inlet throttle
  • RD2 second return throttle
  • the high-pressure fuel injection valve 100 is connected to the high-pressure accumulator 40. Via the low-pressure fuel connection 22 and the low-pressure return line 70, the high-pressure fuel injection valve 100 is in hydraulic communication with the fuel tank 60.
  • the nozzle needle 13 On the valve tip 12 facing side of the control piston 34, the nozzle needle 13 is arranged in a corresponding receiving bore of the valve tip 12 in the axial extension of the control piston 34.
  • the needle seat 16 In the transition between the guide bore and the blind hole 14 is the needle seat 16 for the needle tip of the nozzle needle 13 and below the needle seat 16, starting from the blind hole 14, penetrate the Spray holes 15, the blind hole wall and thus provide a connection between the blind hole interior and the exterior of the valve tip 12 ago.
  • the nozzle needle 13 is seated with its needle tip in the needle seat 16 of the valve tip 12 and is coupled at its opposite end fixed to the control piston or may also be integrally formed therewith.
  • the diameter of the nozzle needle 13 is significantly smaller than the diameter of the control piston 34.
  • the pressurizable lower control piston surface is thus reduced by the cross-sectional area of the nozzle needle in the transition region between the nozzle needle 13 and the control piston 34.
  • FIG. 3 shows in principle the same system structure of a high-pressure fuel injection system as FIG. 2 , however, here additionally the inlet throttles ZD1, ZD2 as well as the return throttles RD1, RD2 are replaced by adjustable throttles.
  • the inlet throttles ZD1, ZD2 as well as the return throttles RD1, RD2 are replaced by adjustable throttles.
  • the closing control chamber 31 an additional, designed as a helical compression spring closing horse 11 is provided. This ensures that the high-pressure fuel injection valve 100 is kept closed even in the unpressurized state. This is particularly advantageous in the starting phase of the internal combustion engine.
  • Both variants establish a hydraulic connection between the closing control chamber 31 and the opening control chamber 35. This allows a defined pressure equalization between the two control chambers 31, 35 and has one, depending on the dimensions of the throttle ADK, ADS, more or less damped dynamics of the switching process to the result.
  • control valve 80 If the control valve 80 is actuated, fuel flows out of the closing control chamber 31 as well as out of the opening control chamber 35, and the respective pressure level PS, PO drops.
  • the pressure level PS, PO depends on the throttle ratio D, ie on the ratio of the flow values of the respective inlet throttle ZD1, ZD2 to that of the return throttle RD1, RD2.
  • this value is, that is, the larger the flow value, for example, of the first inlet throttle ZD1 in relation to the flow value of the first return throttle RD1, the higher will be the pressure level PS setting in the closing control chamber 31.
  • the pressure level PO in the opening control chamber 35 In order to lift the nozzle needle 13 with its tip from the needle seat 16, ie to release the fuel flow into the blind hole 14 to inject fuel into the combustion chamber of the engine, the pressure level PO in the opening control chamber 35 must be so much compared to the pressure level PS in the closing Control chamber 31 are higher, that in spite of smaller control piston surface FO in the opening control chamber over the control piston surface FS in the closing control chamber, the opening force on the control piston 34 overflows. Short : PO x FO > PS x FS
  • the throttle ratio DS of the first supply throttle ZD1 to the first return throttle RD1 must be much smaller than the throttle ratio DO of the second inlet throttle ZD2 to the second return throttle RD2, so the pressure level PO in the opening control room.
  • the flow value of the first return throttle RD1 should be large compared with the flow value of the second return throttle RD2.
  • the high-pressure fuel injection valve 100 is opened.
  • the control valve 80 is closed again. From this point, the two pressure levels increase again with different gradients, so that the pressure level PS in the closing control chamber much faster rises and reaches the pressure level PR of the high-pressure accumulator again at time t4.
  • the pressure level PO in the opening control chamber 35 increases much slower, so that the closing force on the control piston 34 outweighs very quickly and the high-pressure fuel injection valve 100 closes.
  • Only at the later time t5 is the pressure level PR of the high-pressure accumulator 40 again reached in the opening control chamber 35.
  • the pressure curves are shown here in simplified form and do not reflect the superimposing influences of the fuel flowing out through the injection holes 15 and the movement of the control piston as well as pressure fluctuations on the high-pressure reservoir 40.
  • FIG. 5 shows which advantages a high-pressure fuel injection valve according to the invention has over a conventional injection valve on the basis of the injection rate profile.
  • the injection rate curve identifies the quantity of fuel injected into the combustion chamber per unit of time over time and thus says something about the opening and closing behavior of the injection valve.
  • the injection rate is plotted against the time axis.
  • the injection rate curve EV1 denoted by a solid line corresponds to that of a conventional high-pressure fuel injection valve
  • the injection rate curve EV2 denoted by dashed lines designates the injection rate profile of the high-pressure fuel injection valve according to the invention.
  • injection rate curve EV2 is characterized by faster and more exact opening and closing operations and also keeps the injection rate curve EV2 more constant during the opening time. This results in an ice injection process that is more accurate both in terms of time and quantity and thus affects both the performance and the emission behavior of the internal combustion engine.

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

Claims (11)

  1. Soupape d'injection de carburant sous haute pression pour un moteur à combustion interne, qui comprend au moins :
    - une tige de soupape (8) s'étendant le long d'un axe longitudinal et une pointe de soupape (12),
    - une aiguille de buse (13) et un piston de commande (34),
    - une vanne de commande (80) avec un actionneur et
    - un raccord haute pression de carburant (4) ainsi qu'un raccord basse pression de carburant (22),
    un espace de logement, s'étendant le long de l'axe longitudinal dans la tige de soupape (8) et dans la pointe de soupape (12), étant prévu, dans lequel le piston de commande (34) et l'aiguille de buse (13) sont disposés l'un derrière l'autre dans la direction de l'axe longitudinal et sont guidés de manière mobile dans la direction de l'axe longitudinal,
    l'aiguille de buse (13) étant disposée sur le côté du piston de commande (34) orienté vers la pointe de buse (12) et interagissant avec un siège d'aiguille (16)dans la pointe de buse (12), l'espace de logement formant, sur le côté du piston de commande (34) opposé à la pointe de buse (12), un espace de commande de fermeture (31), qui est limité par une surface de piston de commande supérieure et qui est relié hydrauliquement, par l'intermédiaire d'un premier restricteur d'alimentation (ZD1), avec le raccord haute pression de carburant (4) et, par l'intermédiaire d'un premier restricteur de retour (RD1), avec le raccord basse pression de carburant (22),
    l'espace de logement formant, sur le côté du piston de commande (34) orienté du côté de la pointe de buse (12), un espace de commande d'ouverture (35), qui est limitée par une surface de piston de commande inférieure et qui est relié hydrauliquement, par l'intermédiaire d'un deuxième restricteur d'alimentation (ZD2), avec le raccord haute pression de carburant (4) (22) et la vanne de commande (80) est disposée pour l'ouverture et la fermeture, lors du fonctionnement, de la liaison hydraulique entre le premier restricteur de retour (RD1) et le raccord basse pression de carburant (22)
    caractérisée en ce que
    l'espace de commande d'ouverture (35) est relié hydrauliquement, par l'intermédiaire d'un deuxième restricteur de retour (RD2), avec le raccord basse pression de carburant (22)
    et la vanne de commande (80) est en outre disposée pour l'ouverture et la fermeture, lors du fonctionnement, de la liaison hydraulique entre le deuxième restricteur de retour (RD2) et le raccord basse pression de carburant (22).
  2. Soupape d'injection de carburant sous haute pression selon la revendication 1, caractérisée en ce que l'aiguille de buse (13) est disposée directement sur la surface inférieure du piston de commande (34).
  3. Soupape d'injection de carburant sous haute pression selon la revendication 1, caractérisée en ce que l'aiguille de buse (13) comprend, dans la zone de transition avec le piston de commande (34), une section transversale inférieure à la surface de piston de commande inférieure.
  4. Soupape d'injection de carburant sous haute pression selon la revendication 1, caractérisée en ce que le piston de commande (34) et l'aiguille de buse (13) sont reliés entre eux de manière mécaniquement rigide.
  5. Soupape d'injection de carburant sous haute pression selon la revendication 1, caractérisée en ce que le premier restricteur de retour (RD1) présente une valeur de débit supérieure à celle du deuxième restricteur de retour (RD2), de façon à ce que, lorsque la vanne de commande (30) est ouverte, la pression de commande dans l'espace de commande de fermeture (31) diminue plus rapidement que dans l'espace de commande d'ouverture (35) jusqu'à ce que la force qui en résulte au niveau du piston de commande (34) ouvre la soupape d'injection de carburant sous haute pression.
  6. Soupape d'injection de carburant sous haute pression selon la revendication 1, caractérisée en ce que le premier restricteur d'alimentation (ZD1) présente une valeur de débit supérieure à celle du deuxième restricteur d'alimentation (ZD2), de façon à ce que, lorsque la vanne de commande (30) est fermée, la pression de commande dans l'espace de commande de fermeture (31) augmente plus rapidement que dans l'espace de commande d'ouverture (35) jusqu'à ce que la force qui en résulte au niveau du piston de commande (34) ferme la soupape d'injection de carburant sous haute pression.
  7. Soupape d'injection de carburant sous haute pression selon la revendication 1, caractérisée en ce qu'au moins un des deux restricteurs de retour (RD1/RD2) présente une valeur de débit variable au cours du fonctionnement.
  8. Soupape d'injection de carburant sous haute pression selon la revendication 1, caractérisée en ce qu'au moins un des deux restricteurs d'alimentation (ZD1/ZD2) présente une valeur de débit variable au cours du fonctionnement.
  9. Soupape d'injection de carburant sous haute pression selon la revendication 1, caractérisée en ce que l'espace de commande de fermeture (31) et l'espace de commande d'ouverture (35) sont reliés hydrauliquement par l'intermédiaire d'un canal de compensation (38/39), un restricteur de compensation (ADK/ADS) étant disposé dans le canal de compensation (38/39).
  10. Soupape d'injection de carburant sous haute pression selon la revendication 1, caractérisée en ce que, dans l'espace de commande de fermeture (31), est disposé un ressort de fermeture (11) conçu comme un ressort de compression, grâce auquel le piston de commande (34) est actionné par une force de fermeture supplémentaire en direction du siège d'aiguille (16).
  11. Soupape d'injection de carburant sous haute pression selon la revendication 1, caractérisée en ce que l'actionneur de la vanne de commande (80) est un actionneur à électro-aimant ou un actionneur piézo-électrique.
EP11703709.3A 2010-02-18 2011-02-17 Soupape d'injection de carburant haute pression pour un moteur à combustion interne Active EP2536942B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010008467A DE102010008467A1 (de) 2010-02-18 2010-02-18 Hochdruck-Kraftstoff-Einspritzventil für einen Verbrennungsmotor
PCT/EP2011/052367 WO2011101419A1 (fr) 2010-02-18 2011-02-17 Soupape d'injection de carburant haute pression pour un moteur à combustion interne

Publications (2)

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EP2536942A1 EP2536942A1 (fr) 2012-12-26
EP2536942B1 true EP2536942B1 (fr) 2015-03-04

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US (1) US9316190B2 (fr)
EP (1) EP2536942B1 (fr)
CN (1) CN102812232B (fr)
DE (1) DE102010008467A1 (fr)
WO (1) WO2011101419A1 (fr)

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DE102010008467A1 (de) 2010-02-18 2011-08-18 Continental Automotive GmbH, 30165 Hochdruck-Kraftstoff-Einspritzventil für einen Verbrennungsmotor
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Also Published As

Publication number Publication date
CN102812232B (zh) 2014-12-17
US20130001327A1 (en) 2013-01-03
EP2536942A1 (fr) 2012-12-26
US9316190B2 (en) 2016-04-19
DE102010008467A1 (de) 2011-08-18
WO2011101419A1 (fr) 2011-08-25
CN102812232A (zh) 2012-12-05

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