EP3759336B1 - Injecteur pour l'injection de carburant - Google Patents

Injecteur pour l'injection de carburant Download PDF

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Publication number
EP3759336B1
EP3759336B1 EP19715029.5A EP19715029A EP3759336B1 EP 3759336 B1 EP3759336 B1 EP 3759336B1 EP 19715029 A EP19715029 A EP 19715029A EP 3759336 B1 EP3759336 B1 EP 3759336B1
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EP
European Patent Office
Prior art keywords
valve
line
injector
chamber
control 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.)
Active
Application number
EP19715029.5A
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German (de)
English (en)
Other versions
EP3759336A1 (fr
Inventor
Richard Pirkl
Razvan-Sorin STINGHE
Martin Seidl
Thomas Atzkern
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Liebherr Components Deggendorf GmbH
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Liebherr Components Deggendorf GmbH
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Publication of EP3759336A1 publication Critical patent/EP3759336A1/fr
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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
    • 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
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F02M63/0035—Poppet valves, i.e. having a mushroom-shaped valve member that moves perpendicularly to the plane of the valve seat
    • 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
    • F02M63/0028—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
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0071—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059 characterised by guiding or centering means in valves including the absence of any guiding means, e.g. "flying arrangements"

Definitions

  • the present invention relates to an injector for injecting fuel.
  • fuel is usually injected into a combustion chamber via an injector in a specific quantity and for a specific period of time. Due to the very short injection durations, which are in the microsecond range, it is necessary to open or close the outlet opening of the injector at a very high frequency.
  • An injector typically has a nozzle needle (also: injector needle), which allows fuel that has been subjected to high pressure to exit when an outlet hole of the injector is released.
  • this nozzle needle acts like a plug that Lifting allows the fuel to escape. Accordingly, it is therefore necessary to raise this needle at relatively short time intervals and, after a short time, to let it slide back into the outlet opening again. Hydraulic servo valves can be used to trigger this movement. Such valves in turn are controlled with the help of an electromagnet.
  • Such a fuel injector is, for example, in WO 2005/019 637 A1 shown.
  • servo valves which control the nozzle needle and are themselves controlled via an electromagnetic valve.
  • a pressure level is built up in a control chamber which interacts with the nozzle needle with the aid of the fuel which is available under high pressure and which acts on the nozzle needle in the closing direction.
  • This control chamber is typically connected to the high-pressure area of the fuel via an inlet line.
  • this control chamber also: lower control chamber
  • this control chamber has a line to a valve chamber (also: upper control chamber), which has a closable outlet throttle, from which the fuel under high pressure can escape to a low-pressure area.
  • the pressure in the valve chamber and the control chamber drops, as a result of which the closing force acting on the nozzle needle is reduced, since the fuel, which is under high pressure, can flow out of the valve chamber and the control chamber.
  • the outlet throttle in the seat plate of the injector of the valve is optionally closed or opened with the aid of an anchor element.
  • the fuel which is under high pressure, flows out via the throttle hole in the seat plate into a low-pressure area.
  • This not only causes a pressure drop in the valve chamber (also: upper control chamber), but also in the control chamber adjacent to the nozzle needle due to the line connecting the valve chamber and the control chamber (also: lower control chamber).
  • the pressure reduction in the control chamber causes the nozzle needle to be lifted out of its nozzle seat.
  • the problem here is that for the injector to function optimally, a very specific flow rate per unit of time is required through the line that connects the control chamber and the valve chamber.
  • the tolerances of the flow rate of fuel per unit of time are to be kept as low as possible, which requires complex production and intensive quality assurance.
  • the injector for injecting fuel comprises a seat plate with a throttle bore, a valve insert which is arranged on one of the flat sides of the seat plate, a valve guide for receiving the valve insert, a nozzle needle which is arranged on the side of the valve insert opposite the seat plate, a valve chamber for holding fuel, the valve chamber being limited by the seat plate and the valve insert and extending to the throttle bore of the seat plate, a control chamber for holding fuel, the control chamber being limited by the valve insert and the nozzle needle, and a first line, which connects the control room and the valve room.
  • the invention is characterized in that the injector has a second line which connects the control chamber and the valve chamber to one another.
  • the second line also: bypass line
  • the second line enables improved part output in production.
  • the stroke of the nozzle needle which is significantly influenced by the flow from the control chamber into the valve chamber, is relevant for the precise injection of very small quantities (e.g. in the case of multiple injections).
  • the flow rate of the first line or the outlet throttle in ml/min must be set precisely to a nominal value with a tolerance that is as small as possible. If the defined discharge flow rate is based on the sum of the flow rates from the first line, such as an outlet throttle, and the second line, e.g. a bypass, together, there is less scattering of the total flow on average.
  • a second connecting line between the control chamber and the valve chamber ensures emergency operation of the injector, with which a complete failure of the injector can be avoided.
  • the flow of fuel required for the function of the injector from the control chamber via the valve chamber into the low-pressure area is then taken over by the second line.
  • the first line and/or the second line is a bore. Drilling the first line and/or the second line makes it possible to produce the lines in a particularly simple manner. Laser drilling can also be used here, with which the minimum cross-sectional area of the first line and/or the second line can be defined very precisely.
  • the minimum cross-sectional area of the second line is smaller than the minimum cross-sectional area of the first line.
  • the flow rate of fuel for the first line 9 is more than twice that of the second line 10.
  • the minimum cross sections of the first line and the second line are identical.
  • the first line and the second line permanently connect the control chamber to the valve chamber in any operating state of the injector. This clarifies that regardless of any Operating states of the injector, the first line and the second line connect the control chamber and the valve chamber with each other.
  • the first line is arranged in the valve insert or in the valve guide.
  • the second line which can also be arranged in the valve insert or in the valve guide.
  • the first line and the second line are advantageously arranged in different components.
  • the second line is formed by a play in the guide of the valve insert in the valve guide.
  • the second line is thus converted by a play in the fit with the valve guide receiving the valve insert. Accordingly, in a manufacturing process of the injector according to the invention, there is no need for a separate second bore or the like, since the second line is implemented by the guide play. This is done by appropriately dimensioning the valve guide and the valve insert. Instead of a sealing seat of the valve core, there is an intentional leakage flow, which is considered a secondary line. This has advantages in production.
  • the injector has a closure element for closing the throttle bore of the seat plate, the closure element being arranged on the side of the seat plate opposite the valve insert.
  • This closure element is often also referred to as an anchor or anchor element and is designed to close the through-choke. This leads to a closure of the drain towards the low-pressure area, so that it can flow through an inflow of fuel under high pressure, which takes place via the inlet throttle, leads to a pressure increase in the valve chamber and in the control chamber.
  • the valve insert is movably mounted in the valve guide and, given identical pressure conditions in the control chamber and in the valve chamber, moves in the direction of the nozzle needle, thereby opening an inlet line in the valve guide, which connects a high-pressure region of the fuel to the control chamber.
  • the control chamber is flooded with fuel under high pressure even more quickly, so that the nozzle needle also reacts more quickly.
  • valve insert migrates in the direction of the seat plate, thereby closing the inlet line in the valve guide.
  • the second line when the first line is clogged, is designed to conduct the outflow quantity of fuel required for the functionality of the injector from the control chamber into the valve chamber.
  • the invention also includes an internal combustion engine with an injector according to one of the preceding claims.
  • FIG. 1 shows a sectional view of an injector for injecting fuel.
  • the injector 1 comprises a housing 22 which is provided with a closure cap 31 at the end remote from the nozzle 24 .
  • the electrical connections 18 for controlling the injector 1 extend out of the closure cap 31.
  • the connections 18 are connected to an electromagnet 19 which, when energized, moves the armature 11 out of the sealing position of the passage restrictor of the seat plate 2 against the spring force of the compression spring 21 takes off.
  • the compression spring 21 bears against a disk 20 at its end remote from the armature 11 .
  • the armature 11 is surrounded by the armature guide 29 to which a pressure screw 29 is adjacent.
  • the high-pressure area of the injector 1 extends, starting from the throttle bore of the seat plate 2, to the nozzle 24.
  • valve guide 5 and the valve insert 4 accommodated therein adjoin the side of the seat plate 2 opposite the armature 11 .
  • the compression spring 27 engages the compression spring 27, which serves to To urge nozzle needle 6 on a launched on a projection of the nozzle needle 6 disc 26 in its closed position.
  • the nozzle clamping nut 25 and the sealing washer 23 complete the structure of the injector 1.
  • Figs 2a-d 12 show an enlarged representation of an injector in the area around its seat plate 2. It should be noted that these figures do not show the characteristic feature of the present invention. For better understanding, force arrows and flow arrows for the path of the fuel are drawn in the figures.
  • Figure 2a shows a state in which the pilot valve (that is, the armature 11 and the port throttle 3) are closed and no injection takes place.
  • the pilot valve that is, the armature 11 and the port throttle 3
  • the pressure conditions are the same both in the valve chamber 7 and in the control chamber 8.
  • the fuel flowing into the valve chamber 7 via the inlet throttle 13 is also guided into the control chamber 8 via the first line 9 .
  • the bore 3 of the seat plate 2 is closed by the armature 11 with the aid of the preload of the compression spring 21.
  • the armature 11 separates the high-pressure area from the low-pressure area.
  • Figure 2b now shows a state in which the pilot valve is open, that is, the armature 11 is lifted off the through hole 3 . This results in an injection of fuel by means of the injector.
  • the fuel flows through the outlet throttle 9 (also: first line 9) in the valve guide 5 into the low-pressure area of the valve injector 1. This reduces the pressure in the control chamber 8 above the nozzle needle 6. The resulting pressure drop between the nozzle needle head and the nozzle needle body lifts the needle 6 out of the nozzle seat and injection begins.
  • Figure 2c shows a condition in which the pilot valve is just closing, but injection is still present.
  • the restoring spring 21 presses the armature 11 back into the flat seat on the seat plate 2 and seals the passage throttle 3 .
  • the fuel can no longer escape into the low-pressure area and the pressure in the valve chamber 7 above the valve insert 4 increases (due to the continuous inflow of fuel at high pressure via the inlet throttle 13).
  • Fig. 2d shows a state in which the pilot valve is closed, the needle 6 closes and the injection is thereby terminated.
  • the sectional plane shown is compared to the sectional planes Figs 2-c rotated to explain elements not previously shown.
  • valve insert 4 After an equilibrium of forces has been reached via the valve insert 4, this is pressed down and releases the two large diagonal filling bores 12 (also: feed lines 12) in the valve guide 5. These bores 12 form a direct connection between the high-pressure volume in the injector 1 and the control chamber 8 above the nozzle needle 6. As a result, the pressure in the control chamber 8 above the needle 6 rises very quickly, which leads to the nozzle being quickly closed by the needle 6.
  • the filling bores 12 are optional for the function of the injector 1, but offer the advantage of a very rapid closing of the needle 6, since the pressure in the control chamber 6 rises much faster than if the fuel only entered the control chamber via the first line 9 8 flows.
  • the figs 3a-b now show a portion of the injector 1 according to the invention.
  • the closure element 11 interacts in a known manner with the passage restrictor 3 of the seat plate 2 .
  • the valve chamber 7 is connected to the high-pressure area via an inlet throttle 13 .
  • the valve guide 5 adjoining the valve chamber 7 accommodates the valve insert 4 in a slidable manner.
  • first line 9 which connects the valve space 7 to the control space 8 .
  • second line 10 also: bypass
  • the fuel can escape from the control chamber 8 via the second line 10, whereby the basic functionality of the injector 1 is preserved. A complete failure of the injector 1 therefore does not occur even if the first line 9, which can be an outlet throttle, is clogged.
  • the second line 10 is also advantageous in the production of parts, since it allows the total flow rate of fuel from the control chamber 8 into the valve chamber 7 to be defined even more precisely. The amount of fuel that flows out is very important for the lifting behavior of the needle from its closed position.
  • Figure 3b shows a sectional view whose sectional plane is compared to the view from FIG Figure 3a is rotated by 90°.
  • the inlet lines 12 can now be seen, which have no flow connection to the control chamber 8 when the valve insert 4 strikes the lower edge of the valve guide 4 . If, on the other hand, the valve insert 5 moves in the direction of the needle 6, a gap is created between the lower edge of the valve guide 5 and the feed lines 12 feed fuel under high pressure into the control chamber 8 via at least one connecting bore 16.
  • the reference number 17 designates the high-pressure area of the fuel.
  • Graph A shows the results for a system pressure of 2200 bar, at which the outlet throttle (corresponds to the first line 9) and the bypass (corresponds to the second line 10) are free. So this represents the error-free operation of the injector.
  • Graph B shows the results for a system pressure of 2200 bar, at which the outlet throttle (corresponds to the first line 9) is clogged and the bypass (corresponds to the second line 10) is free. This therefore represents faulty operation of the injector. It can be seen that the injector still injects fuel despite the clogged first line. An emergency run is therefore guaranteed.
  • Graph C shows the results for a system pressure of 350 bar, at which the outlet throttle (corresponds to the first line 9) and the bypass (corresponds to the second line 10) are free. So this represents the error-free operation of the injector.
  • Graph D shows the results for a system pressure of 350 bar, at which the outlet throttle (corresponds to the first line 9) is clogged and the bypass (corresponds to the second line 10) is free. So this represents the buggy operation of the injector. It can be seen that the injector still injects fuel despite the clogged first line. An emergency run is therefore guaranteed.
  • figure 5 shows the improvement in the tolerance for the fuel flow rate to be defined from the control chamber into the valve chamber when using the injector according to the invention.
  • the bypass 10 enables improved part output in production.
  • the course of the stroke of the nozzle needle 6, which is decisively influenced by the flow from the control chamber 8 into the valve chamber 7, is relevant for the precise injection of very small quantities (e.g. in the case of multiple injection).
  • the flow through the outlet throttle 9 in ml/min must be set precisely to a nominal value with a tolerance that is as small as possible. If the defined discharge flow is made up of the sum of the flows from discharge throttle 9 and bypass 10, there is less scattering of the total flow on average.
  • the total discharge flow rate is composed of the flow rate of the discharge throttle 9 and the flow rate of the bypass 10 .

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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 (12)

  1. Injecteur (1) pour l'injection de carburant, comprenant :
    une plaque de siège (2) avec un organe d'étranglement de passage (3),
    une garniture de soupape (4), qui est disposée sur un des côtés plans de la plaque de siège (2),
    un guide de soupape (5) pour recevoir la garniture de soupape (4),
    une aiguille d'injecteur (6), qui est disposée sur le côté de la garniture de soupape (4) opposé à la plaque de siège (2),
    un espace de soupape (7) destiné à recevoir du carburant, l'espace de soupape (7) étant limité par la plaque de siège (2), le guide de soupape (5) et la garniture de soupape (4), et s'étendant jusqu'à l'organe d'étranglement de passage (3) de la plaque de siège (2),
    un espace de commande (8) destiné à recevoir du carburant, l'espace de commande (8) étant limité par la garniture de soupape (4), le guide de soupape (5) et l'aiguille d'injecteur (6),
    une première conduite (9), qui relie l'espace de commande (8) et l'espace de soupape (7) l'un à l'autre, et une seconde conduite (10), qui relie l'espace de commande (8) et l'espace de soupape (7) l'un à l'autre,
    caractérisé en ce que
    la première conduite (9) et la seconde conduite (10) relient l'espace de commande (8) à l'espace de soupape (7) de manière permanente dans chaque état de fonctionnement de l'injecteur (1).
  2. Injecteur (1) selon la revendication 1, dans lequel la première conduite (9) et/ou la seconde conduite (10) est un trou.
  3. Injecteur (1) selon l'une des revendications précédentes, dans lequel l'aire de section transversale minimale de la seconde conduite (10) est inférieure à l'aire de section transversale minimale de la première conduite (9).
  4. Injecteur (1) selon l'une des revendications précédentes, dans lequel la première conduite (9) est disposée dans la garniture de soupape (4) ou dans le guide de soupape (5).
  5. Injecteur (1) selon l'une des revendications précédentes, dans lequel la seconde conduite (10) est disposée dans la garniture de soupape (4) ou dans le guide de soupape (5).
  6. Injecteur (1) selon l'une des revendications précédentes, dans lequel la première conduite (9) et la seconde conduite (10) sont disposées dans différents éléments.
  7. Injecteur (1) selon l'une des revendications précédentes, dans lequel la seconde conduite (10) est formée par un jeu du guidage de la garniture de soupape (4) dans le guide de soupape (5).
  8. Injecteur (1) selon l'une des revendications précédentes, comprenant en outre un élément de fermeture (11) pour fermer l'orifice d'étranglement (3) de la plaque de siège (2), l'élément de fermeture (11) étant disposé sur le côté de la plaque de siège (2) opposé à la garniture de soupape (4).
  9. Injecteur (1) selon l'une des revendications précédentes, dans lequel la garniture de soupape (4) est montée mobile dans le guide de soupape (5) et, lorsque les rapports de pression dans la l'espace de commande (8) et l'espace de soupape (7) sont identiques, se déplace en direction de l'aiguille d'injecteur (6) et ouvre alors une conduite d'arrivée (12) dans le guide de soupape (5), ladite conduite d'arrivée reliant une zone à haute pression du carburant à l'espace de commande (8).
  10. Injecteur (1) selon la revendication 9, dans lequel, lorsque la pression dans l'espace de commande (8) est supérieure à celle de l'espace de soupape (7), la garniture de soupape (4) se déplace en direction de la plaque de siège (2) et ferme alors la conduite d'arrivée (12) dans le guide de soupape (5).
  11. Injecteur (1) selon l'une des revendications précédentes, dans lequel, lorsque la première conduite (9) est obstruée, la seconde conduite (10) est conçue pour faire passer la quantité d'écoulement de carburant nécessaire à une fonctionnalité de l'injecteur (1) de l'espace de commande (8) à l'espace de soupape (7).
  12. Moteur à combustion interne comprenant un injecteur (1) selon l'une des revendications précédentes.
EP19715029.5A 2018-03-27 2019-03-27 Injecteur pour l'injection de carburant Active EP3759336B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018107238.4A DE102018107238A1 (de) 2018-03-27 2018-03-27 Injektor zum Einspritzen von Kraftstoff
PCT/EP2019/057671 WO2019185682A1 (fr) 2018-03-27 2019-03-27 Injecteur pour l'injection de carburant

Publications (2)

Publication Number Publication Date
EP3759336A1 EP3759336A1 (fr) 2021-01-06
EP3759336B1 true EP3759336B1 (fr) 2023-03-15

Family

ID=66001190

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19715029.5A Active EP3759336B1 (fr) 2018-03-27 2019-03-27 Injecteur pour l'injection de carburant

Country Status (4)

Country Link
EP (1) EP3759336B1 (fr)
DE (1) DE102018107238A1 (fr)
ES (1) ES2946084T3 (fr)
WO (1) WO2019185682A1 (fr)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19939939A1 (de) * 1999-08-23 2001-04-19 Bosch Gmbh Robert Injektor für ein Common-Rail-Einspritzsystem für Brennkraftmaschinen mit kompakter Bauweise
DE502004008540D1 (de) * 2003-08-22 2009-01-08 Ganser Hydromag Pilotventil gesteuertes brennstoffeinspritzventil
ZA200807310B (en) * 2006-03-03 2009-11-25 Ganser Hydromag Fuel injection valve for internal combustion engines
DE102012220025A1 (de) * 2012-06-29 2014-01-02 Robert Bosch Gmbh Kraftstoffeinspritzventil für Brennkraftmaschinen
DE102014211287A1 (de) * 2014-06-12 2015-12-17 Engineering Center Steyr Gmbh & Co. Kg Fluid-Einspritzvorrichtung für eine Verbrennungskraftmaschine
CH710127A1 (de) * 2014-09-17 2016-03-31 Ganser Crs Ag Brennstoffeinspritzventil für Verbrennungskraftmaschinen.

Also Published As

Publication number Publication date
WO2019185682A1 (fr) 2019-10-03
DE102018107238A1 (de) 2019-10-02
ES2946084T3 (es) 2023-07-12
EP3759336A1 (fr) 2021-01-06

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