EP2975257B1 - Unité de commande pour commander une tige de soupape d'un injecteur de carburant et injecteur de carburant - Google Patents

Unité de commande pour commander une tige de soupape d'un injecteur de carburant et injecteur de carburant Download PDF

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Publication number
EP2975257B1
EP2975257B1 EP14177593.2A EP14177593A EP2975257B1 EP 2975257 B1 EP2975257 B1 EP 2975257B1 EP 14177593 A EP14177593 A EP 14177593A EP 2975257 B1 EP2975257 B1 EP 2975257B1
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EP
European Patent Office
Prior art keywords
valve
chamber
control
spring
control unit
Prior art date
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Application number
EP14177593.2A
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German (de)
English (en)
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EP2975257A1 (fr
Inventor
Sandeep Kumar Mouvanal
Sureshkumar Velusamy
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Continental Automotive GmbH
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Continental Automotive GmbH
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Priority to EP14177593.2A priority Critical patent/EP2975257B1/fr
Publication of EP2975257A1 publication Critical patent/EP2975257A1/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
    • 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
    • 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
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059

Definitions

  • the invention relates to a control unit to control a valve pin of a fuel injector, a fuel injector which comprises that control unit and a method to provide a control valve unit being part of the control unit.
  • Control units to control a valve pin of a fuel injector and corresponding fuel injectors are known from the prior art and are for example described in US 8 459 232 B2 or EP 2 394 048 B1 .
  • the known control units comprise control chambers which exert a pressure force onto a control piston, wherein the control piston actuates a valve pin in order to open outlet nozzles being blocked by the valve pin. Due to this opening fuel can be injected through the nozzles into a combustion chamber.
  • the pressure force which is exerted onto the control piston depends on the pressure in the control chamber. This pressure in the control chamber is depending on the sum of the amount of pressurized fuel being inserted into the control chamber via an inlet throttle and the amount of fuel being discharged from the control chamber via an outlet throttle.
  • control valve unit being located in a flow direction of the fuel leaving the control chamber downstream the outlet throttle.
  • This control valve unit comprises a valve assembly located in a valve chamber which blocks the flow of the fuel into a valve piston chamber when the valve assembly is in its closed position.
  • a spring is provided in the valve chamber which holds the valve assembly in its closed position as long as a valve piston located in the valve piston chamber is not exerting a force onto the valve assembly in order to open the valve assembly.
  • valve piston chamber Due to a connection of the valve piston chamber to the ambient atmosphere a low pressure in the range of 5 bar to 30 bar prevails in the valve piston chamber. Different to this in the valve chamber a high pressure of about 1800 bar to 2200 bar prevails.
  • control valve units according to the prior art cavitation erosion and damage of parts due to cavitation is a serious problem faced by control valve units to be used in diesel injectors where high pressure of the fuel is necessary. Due to the high intensity of the cavitation a spring of the control valve unit is often damaged. This can lead to malfunctioning of the control valve unit as a whole.
  • DE 198 60 397 A1 discloses a fuel injection device for internal combustion engines which under the control of a control unit supplies fuel injection valves with fuel from a high-pressure fuel source.
  • the fuel injection valve has an injection valve member, whose opening and closing position is determined by a pressure acting upon the injection valve member set in a control chamber.
  • the pressure in the control chamber must be relieved, which is accomplished with a control valve that opens two different outflow cross sections of an outflow conduit of the control chamber in succession. It is thus possible to accomplish an adapted opening of a fuel injection valve member for a preinjection and a main injection.
  • WO 99/34111 A1 relates to an injection valve with a control valve which has a control chamber in which a closing member is arranged which is pushed against a corresponding sealing seat by the fuel pressure in the control chamber.
  • the closing member forms part of a rod extending through an outlet hole and connected to a spring seat.
  • the spring seat is pretensed by a pressure spring against the housing in such a way that the closing member is pushed against a sealing seat assigned to it.
  • the closing member can be lifted off the sealing seat via an actuating piston which contacts the spring seat.
  • Object of the invention is to provide an alternative control unit comprising a control valve unit with which a cavitation damage of the spring can be avoided.
  • a fuel injector comprising this control unit and a method to provide a control valve unit to be used in the control unit are subject-matter of further independent claims.
  • a control unit to control to control a valve pin of a fuel injector comprises a control chamber to exert a predefined pressure force onto a control piston to move the valve pin with a predefined stroke, and a control valve unit to control the pressure force exerted by the control chamber.
  • the control valve unit comprises a high pressure area and a low pressure area being connected to each other via a connecting channel.
  • the control valve unit further comprises a valve assembly to block and unblock the connecting channel upon actuation of the valve assembly.
  • a valve chamber is arranged comprising a valve seat and a valve cluster of the valve assembly.
  • a valve piston chamber is arranged comprising a valve body of the valve assembly and a valve piston to actuate the valve assembly.
  • a spring is provided to bias the valve cluster onto the valve seat, wherein the spring is arranged in the valve piston chamber in the low pressure area.
  • the pressure prevailing in the valve chamber is in a high pressure regime between 1800 bar and 2200 bar, wherein the pressure in the low pressure area is near ambient, in particular between 10 bar and 30 bar.
  • the spring which holds the valve assembly in its closed position as long as no opening pressure force of the valve piston is exerted onto the valve assembly, is not located anymore in the high pressure area, i.e. in the valve chamber, but in the low pressure area, i.e. in the valve piston chamber where the valve piston is arranged.
  • cavitation erosion of the spring can be reduced as downstream the valve, where the pressure is below the valve chamber pressure, the cavitation bubble collapse probability is reduced, which helps in minimizing the cavitation erosion of the spring.
  • the cavitation bubble collapse is less probable as the external pressure on the bubble is much lower in the low pressure area than in the high pressure area.
  • the spring is a coil spring, in particular a tension coil spring, which defines a hollow space, where the valve body can extend through. Therefore, using a coil spring, the available space in the fuel injector can be preferably used to fuel capacity.
  • control valve unit is located in a housing comprising a bore to form the valve piston chamber, the bore having an end wall located adjoining to the connecting channel, wherein the spring is supported by the end wall.
  • end wall of the valve piston chamber can preferably fulfill a plurality of functions.
  • a first preferred function is to define the valve piston chamber
  • a second preferred function is to provide a further valve seat in the case the valve body comprises a valve bulb to act together with the valve seat
  • a third preferred function is to provide the support for the spring. Therefore, additional elements in the control valve unit to provide a support for the spring can preferably be avoided.
  • valve body comprises and end portion located adjoining to the valve piston, wherein a flange assembly is arranged at the end portion and comprises a flange extending away from the end portion in a perpendicular direction relative to an extension axis of the valve body.
  • Such a flange assembly preferably provides a second support for the spring.
  • the flange assembly which comprises the spring, is mounted to the valve body by welding and/or snap-fitting and/or press-fitting and/or screwing in order to attain a preferred secure assembly of the valve body and the flange assembly.
  • the flange assembly is arranged at an upper end of the valve body where the valve piston is arranged to come in contact with the valve body.
  • the flange assembly preferably comprises a central bore where the valve body can be inserted, for example to attain a press fit or a screwing connection.
  • the assembly of the valve body and the flange assembly by welding and/or snap-fitting and/or press-fitting and/or screwing can preferably create a pretension in the spring and can ensure that the valve body is always in the closed position unless an external force applied by the valve piston overcomes the spring force.
  • the spring comprises a spring end opposite to the end wall of the valve piston chamber, wherein the spring end being mounted to the flange assembly.
  • the spring comprises a tapered shape, such that the flow of the fuel flowing alongside the spring can be guided in a controlled manner, for example to attain a smooth flow profile with a preferably minimized interaction of a fluid jet with the spring.
  • the spring with a tapered shape has its largest diameter at a first end portion of the valve body which is located opposite to the valve cluster. Therefore, this spring has its smallest diameter at a second end portion of the valve body at the valve cluster. Hence, the tapered spring has a larger diameter near to the valve seat and a smaller diameter towards the tail of the valve body which leads to a better guidance of the fuel alongside the spring.
  • control unit comprises an outlet throttle which is arranged between the control chamber and the valve chamber, wherein the outlet throttle is in direct contact with the valve chamber.
  • valve chamber there is preferably arranged no additional element between the valve chamber and the outlet throttle as it was the case for example at the dome like end portion of the prior art. Therefore, a more or less symmetric flow in the valve chamber and also alongside the valve assembly can preferably be attained. Thereby, additional radial forces which could act in a negative way at the valve body and the valve spring can preferably be avoided.
  • the diameter of the valve chamber is larger than an extension length of the valve chamber parallel to an extension axis of the valve body.
  • the valve chamber had to be have a larger extension length than a diameter in order to provide a sufficient spring stroke.
  • the volume of the valve chamber can be optimized such that cavitation wear at elements located in the valve chamber can preferably be reduced. The smaller the volume of the valve chamber the smaller is the probability of the cavitation bubble collapse and therefore the cavitation wear.
  • valve body comprises and extension axis, wherein a diameter of the valve body around the extension axis is continuously increasing along the extension axis from the valve cluster to an end portion opposite the valve cluster.
  • valve body comprises usually a step or a bulb in order to provide a second valve seat in the area of the valve piston chamber. This step or bulb can create an obstruction to the fuel flow.
  • a fuel injector comprises a valve pin to open and close at least one injecting nozzle of the fuel injector, wherein the fuel injector further comprises a control unit as described above.
  • a valve assembly with a valve body and a valve cluster is provided.
  • a flange assembly with a central bore and a spring mounted on a circumferential area of the flange assembly is provided.
  • a housing is provided having bores to form a valve chamber, a connecting chamber and a valve piston chamber.
  • a dummy block is provided comprising a diameter corresponding to a diameter of the valve cluster.
  • the dummy block is arranged in the valve chamber, the valve assembly is arranged on top of the dummy block such that the valve cluster is in contact with the dummy block and such that the valve body extends into the piston chamber, and the flange assembly is arranged on top of the valve body such that the valve body is in contact with a wall area of the central bore.
  • the flange assembly is fixed to the valve body by welding, press-fitting, snap-fitting and/or screwing.
  • the dummy block is preferably provided to avoid damage of a valve seat or the valve cluster when force is applied in order to press-fit, screw, or snap-fit the flange assembly onto the valve body.
  • Fig. 1 shows a fuel injector 10 comprising a valve pin 12, which opens and closes injecting nozzles 14 through which fuel 16 can be injected into a combustion chamber (not shown).
  • the fuel injector 10 comprises a control unit 18 with which the opening of the valve pin 12 can be controlled.
  • a control unit 18 according to the prior art is shown in fig. 2 and its general functionality and general assembly is described in the following.
  • the control unit 18 comprises a control chamber 20 in which a high pressure prevails in order to exert a pressure force onto a control piston 22 which actuates the valve pin 12.
  • a control piston 22 which actuates the valve pin 12.
  • the control piston 22 is actuated downwards with the result that the valve pin 12 is held in its closed position.
  • the control piston 22 is released such that the valve pin 12 opens the injecting nozzles 14 and fuel 16 is injected into the combustion chamber.
  • control unit 18 comprises an inlet conduct 24 with an inlet throttle 26 with which a high pressure fuel 16 is supplied to the control chamber 20.
  • control unit 18 comprises an outlet conduct 28 with an outlet throttle 30 through which fuel 16 is discharged from the control chamber 20.
  • control valve unit 32 In order to control the pressure of the fuel 16 in the control chamber 20, in the outlet conduct 28 a control valve unit 32 is arranged.
  • the control valve unit 32 comprises a valve assembly 34 with a valve body 36 and a valve cluster 38.
  • the valve assembly 34 is arranged in a valve chamber 40 which is located downstream the outlet throttle 30 and in which a high pressure prevails.
  • the valve cluster 38 acts together with a valve seat 42 formed in the valve chamber 40 in order to close the outlet conduct 28.
  • the valve cluster 38 is biased to the valve seat 42 by a spring 44 to its closed position, wherein the spring 44 in the prior art is also located in the valve chamber 40.
  • valve piston 46 located downstream the valve assembly 34 in a valve piston chamber 48 exerts a pressure force onto the valve cluster 38 against the biasing force of the spring 44 such that the valve cluster 38 is released from the valve seat 42 and opens the valve chamber 40 such the fuel 16 can flow into the valve piston chamber 48.
  • valve piston chamber 48 which is connected to the outside environment, a low pressure or almost ambient pressure prevails.
  • control unit 18 comprises high pressure area 58 constituted by the inlet conduct 24, the control chamber 24 and the outlet conduct 28 with the valve chamber 40, and a low pressure area 52 constituted by the valve piston chamber 48.
  • the high pressure area 50 and the low pressure area 52 are connected to each other via a connecting channel 54 which is to be closed by the valve cluster 38.
  • the outlet throttle 30 is usually operated as a cavitating throttle 56 such that cavitating bubbles develop and enter the valve chamber 40 where the bubbles collapse resulting in a collapsing impulse acting on the elements arranged in the valve chamber 40. Therefore, the elements in the valve chamber 40, in particular the spring 44, are exposed to the so-called cavitation corrosion and get damaged over the time.
  • an outlet conduct 28 was provided located lateral to the valve chamber 40 and comprising a dome shaped end portion 58.
  • cavitation bubbles are collected in the dome shaped end portion 58 of the outlet conduct 28 and therefore do not result in cavitation damage on the spring 44.
  • this first attempt to solve the cavitation damage problem of the spring 44 there is the disadvantage that cavitation damage now occurs at the dome shape end portion 58 and further the flow of the fuel 16 is flowing to the valve chamber 40 through a bend 60. This can result in additional pressure loss and also in radial forces acting on the spring 44 and the valve body 36.
  • the spring 44 is not located in the high pressure area 50 of the valve chamber 40, but in the low pressure area 52 in the valve piston chamber 48.
  • a support 62 of the spring 44 is provided by an end wall 64 of the valve piston chamber 48, which is formed in a housing 66 by a bore 68.
  • the spring 44 extends into the valve piston chamber 48 from the end wall 64 into the direction of the valve piston 46.
  • the spring 44 is formed as a tension spring 70 with a hollow space 72, where the valve body 36 is arranged. Therefore, also the valve body 36 is not located anymore in the valve chamber 40, but in the valve piston chamber 48.
  • the volume of the valve chamber 40 can be adapted to the fact that less elements have to be accommodated therein.
  • the valve chamber 40 can be formed smaller, i.e. with a shorter extension length 74 parallel to an extension axis 76 of the valve body 36.
  • a diameter 78 is therefore larger than the extension length 74. Due to this smaller volume of the valve chamber 40 cavitation wear on the housing 66, in particular a throttle plate 80 in which the outlet throttle 30 is located, can be reduced.
  • a dome shaped end portion 58 of the outlet conduct 28 and a lateral arrangement of the outlet conduct 28 relative to the valve chamber 40 can be avoided and a direct connection of the outlet conduct 28 and the valve chamber 40 is possible.
  • a uniform force distribution on the valve body 36 can be realized and therefore a smoother operation is possible.
  • the direct connection of the outlet conduct 28 and the valve chamber 40 results in a smooth transition in diameter avoiding steps and therefore obstruction in the flow of the fuel 16.
  • the valve body 36 comprises an end portion 82, which is located adjoining to the valve piston 46 and comes in contact with the valve piston 46 when the valve piston 46 actuates the valve assembly 34.
  • a flange assembly 84 is arranged, for example by press-fitting, snap-fitting, welding or screwing of the valve body 36 to the flange assembly 84. Therefore, the flange assembly 84 comprises a central bore 86 into which the valve body 36 can be inserted with its end portion 82.
  • the assembly of the flange assembly 84 and the valve body 36 results in a flange 88 extending away from the end portion 82 in a perpendicular direction.
  • the flange 88 serves as a second support for the spring 44. To provide a secure support for the spring 44.
  • the spring 44 is mounted to the flange assembly 84 with a spring end 90 opposite to the end wall 64 of the valve piston chamber 48.
  • the spring 44 comprises a cylindrical shape.
  • the spring 44 comprises a tapered shape 92.
  • the diameter 94 of the spring 44 is largest next to the end wall 64 of the valve chamber 40, i.e. at a first end portion 96 of the valve body 36 arranged in direct contact with the valve cluster 38.
  • the spring 44 provides a good guidance for the valve body 36 on the one hand and on the other hand provides a smooth flow from the connecting channel 54 to the valve piston chamber 48 with no obstructing interaction with the spring 44.
  • a smooth flow of fuel 16 can further be supported if a diameter 98 of the valve body 36 either is constant over the extension axis 76 of the body 36 as shown in fig. 5 , or comprises a smooth and continuously increase along the extension axis 76 from the first end portion 96 of the valve body 36 to a second end portion 100 of the valve body 36, which is arranged opposite to the valve cluster 38.
  • the example shown in fig. 4 shows a step 102 on a valve body 36 which can act together with the end wall 64 as a second valve seat 104. But due to the step 102 a slight obstruction to the flow of the fuel 16 results which can be made smoother if the diameter 98 of the valve body 36 increases continuously instead of providing the step 102.
  • Fig. 5 shows how the valve assembly 34 can be arranged in the control unit 18.
  • the single elements are provided, i.e. the valve assembly 34 with the valve body 36 and the valve cluster 38 is provided.
  • the flange assembly 84 is provided which comprises the central bore 38, wherein the spring 44 is mounted onto the flange assembly 84 on a circumferential area 106 of the flange assembly 84.
  • the housing 66 is provided with bores 68 to form on the one hand the valve chamber 40 and the connecting channel 44 and on the other hand the valve piston chamber 48.
  • a dummy block 108 is provided, which comprises a diameter 110 corresponding to a diameter 112 of the valve cluster 38.
  • the dummy block 108 is arranged in the valve chamber 40 and the valve assembly 34 is arranged on top of the dummy block 108 such that the valve cluster 38 is in direct contact with the dummy block 108 and is supported by the dummy block 108.
  • the valve body 36 extends from the valve cluster 38 in the valve chamber 40 through the connecting channel 54 into the valve piston chamber 48.
  • the flange assembly 84 is placed on top of the valve body 36 in the area of the end portion 82 such that the central bore 86 is in contact with the end portion 82.
  • the spring 44 is already mounted to the flange assembly 84 it surrounds the valve body 36.
  • Fixing of the flange assembly 84 to the valve body 36 can be carried out by press-fitting as indicating by the arrows 114 representing the pressing force 114.
  • the flange assembly 84 can also be mounted to the valve body 36 by snap-fitting, screwing or welding. Due to the force 114 acting on to the whole assembly during mounting of the flange assembly 84 and the valve body 36 together, the dummy block 108 is provided in order to avoid a damage on the valve seat 42. After assembly the dummy block 108 is removed.
  • Fig. 6 and fig. 7 show a comparison of the flow of the fuel 16 through the arrangement as shown in fig. 4 compared to the arrangement of the prior art comprising the dome shape end portion 58 on the outlet conduct 28.
  • a symmetric flow of the fuel 16 can be achieved in the arrangement according to fig. 6
  • a constriction 116 and the bend 60 are obstructing the flow of the fuel 16
  • a radial force is acting on the spring 44 and the valve body 36.
  • Fig. 8 and fig. 9 show the axial load 118 acting on the valve assembly 34 and the valve piston chamber 48, respectively.
  • Both the valve assembly 34 and the valve piston 46 comprise a stiffness acting against this axial load 118. It was observed that the total stiffness, i.e. the stiffness sum of the valve assembly 34 and the valve piston 46 is about 20 % higher than the stiffness sum in the arrangements of the prior art according to fig.2 and fig.3 .

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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 (8)

  1. Unité de commande (18) servant à commander une aiguille de valve (12) d'un injecteur de carburant (10),
    l'unité de commande (18) comprenant une chambre de commande (20) servant à exercer une force de pression prédéterminée sur un piston de commande (22) afin de déplacer l'aiguille de valve (12) suivant une course prédéfinie, et une unité de valve de commande (32) servant à commander la force de pression exercée par la chambre de commande (20),
    l'unité de valve de commande (32) comprenant une zone de haute pression (50) et une zone de basse pression (52) raccordées l'une à l'autre par le biais d'un canal de raccordement (54), l'unité de valve de commande (32) comprenant en outre un ensemble formant valve (34) servant à bloquer et débloquer le canal de raccordement (54) lors de l'actionnement de l'ensemble formant valve (34),
    une chambre de valve (40) étant prévue dans la zone de haute pression (50), celle-ci comprenant un siège de valve (42) et un ensemble formant tête de valve (38) de l'ensemble formant valve (34),
    une chambre de piston de valve (48) étant prévue dans la zone de basse pression (52), celle-ci comprenant un corps de valve (36) de l'ensemble formant valve (34) et un piston de valve (46) pour actionner l'ensemble formant valve (34),
    un ressort (44) étant prévu pour solliciter l'ensemble formant tête de valve (38) sur le siège de valve (42), le ressort (44) étant disposé dans la chambre de piston de valve (48) dans la zone de basse pression (52),
    caractérisée en ce que le ressort (44) comprend une forme effilée (92), le ressort (44) présentant son plus grand diamètre (94) au niveau d'une première partie d'extrémité (96) du corps de valve (36) adjacente à l'ensemble formant tête de valve (38).
  2. Unité de commande (18) selon la revendication 1, caractérisée en ce que l'unité de valve de commande (32) est située dans un logement (66) comprenant un orifice (68) pour former la chambre de piston de valve (48), l'orifice (68) comportant une paroi d'extrémité (64) se trouvant en position adjacente au canal de raccordement (54), le ressort (44) étant supporté par la paroi d'extrémité (64).
  3. Unité de commande (18) selon l'une des revendications 1 et 2, dans laquelle le corps de valve (36) comprend une partie d'extrémité (82) se trouvant en position adjacente au piston de valve (46), un ensemble formant collerette (84) étant prévu au niveau de la partie d'extrémité (82) et comprenant une collerette (88) s'étendant de façon à s'éloigner de la partie d'extrémité (96) dans une direction perpendiculaire par rapport à un axe d'étendue (76) du corps de valve (36).
  4. Unité de commande (18) selon la revendication 2 et 3, caractérisée en ce que le ressort (44) comprend une extrémité de ressort (90) opposée à la paroi d'extrémité (64), l'extrémité de ressort (90) étant installée sur l'ensemble formant collerette (84).
  5. Unité de commande (18) selon l'une des revendications 1 à 4, caractérisée en ce qu'un étranglement de sortie (30) est prévu entre la chambre de commande (20) et la chambre de valve (40), l'étranglement de sortie (30) étant en contact direct avec la chambre de valve (40).
  6. Unité de commande (18) selon l'une des revendications 1 à 5, caractérisée en ce qu'un diamètre (78) de la chambre de valve (40) est supérieur à une longueur d'étendue (74) de la chambre de valve (40) parallèle à un axe d'étendue (76) du corps de valve (36).
  7. Unité de commande (18) selon l'une des revendications 1 à 6, caractérisée en ce que le corps de valve (36) comprend un axe d'étendue (76), un diamètre (98) du corps de valve (36) autour de l'axe d'étendue (76) augmentant de façon continue le long de l'axe d'étendue (76) de l'ensemble formant tête de valve (38) à une seconde partie d'extrémité (100) opposée à l'ensemble formant tête de valve (38).
  8. Injecteur de carburant (10) comportant une aiguille de valve (12) servant à ouvrir et fermer au moins une buse d'injection (14) de l'injecteur de carburant (10), l'injecteur de carburant (10) comprenant une unité de commande (18) selon l'une des revendications 1 à 7.
EP14177593.2A 2014-07-18 2014-07-18 Unité de commande pour commander une tige de soupape d'un injecteur de carburant et injecteur de carburant Active EP2975257B1 (fr)

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EP14177593.2A EP2975257B1 (fr) 2014-07-18 2014-07-18 Unité de commande pour commander une tige de soupape d'un injecteur de carburant et injecteur de carburant

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EP14177593.2A EP2975257B1 (fr) 2014-07-18 2014-07-18 Unité de commande pour commander une tige de soupape d'un injecteur de carburant et injecteur de carburant

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EP2975257A1 EP2975257A1 (fr) 2016-01-20
EP2975257B1 true EP2975257B1 (fr) 2018-01-10

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CN111535958B (zh) * 2020-05-29 2021-07-13 一汽解放汽车有限公司 一种双燃料喷射器及其喷射方法

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