EP3775527B1 - Injektor zum einspritzen von kraftstoff - Google Patents

Injektor zum einspritzen von kraftstoff Download PDF

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Publication number
EP3775527B1
EP3775527B1 EP19719228.9A EP19719228A EP3775527B1 EP 3775527 B1 EP3775527 B1 EP 3775527B1 EP 19719228 A EP19719228 A EP 19719228A EP 3775527 B1 EP3775527 B1 EP 3775527B1
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EP
European Patent Office
Prior art keywords
valve
injector
valve insert
line
spring sheath
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
EP19719228.9A
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German (de)
English (en)
French (fr)
Other versions
EP3775527A1 (de
Inventor
Richard Pirkl
Razvan-Sorin STINGHE
Markus HÖLLBACHER
Alexander Preis
Michael Schmid
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
Original Assignee
Liebherr Components Deggendorf GmbH
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Publication date
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Publication of EP3775527A1 publication Critical patent/EP3775527A1/de
Application granted granted Critical
Publication of EP3775527B1 publication Critical patent/EP3775527B1/de
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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
    • 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
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0028—Valves characterised by the valve actuating means hydraulic
    • F02M63/0029—Valves characterised by the valve actuating means hydraulic using a pilot valve controlling a hydraulic chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—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
    • 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"
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/008—Means for influencing the flow rate out of or into a control chamber, e.g. depending on the position of the needle

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.
  • 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.
  • a generic fuel injector is from EP 1991773 B1 famous.
  • a 3/2-way control device is implemented here.
  • the known control device is designed in several parts and has a control valve with a valve insert guided in a valve guide.
  • An outlet throttle is arranged in the valve insert, which permanently connects the areas of the valve chamber and the control chamber divided by the control valve to one another. In this design, fuel can be continuously exchanged between the valve chamber and the control chamber via the outlet throttle.
  • the object of the present invention is to develop an injector for injecting fuel in such a way that the hydraulic efficiency during intermittent injection of the fuel into the combustion chamber is improved and that the nozzle needle can be opened more quickly than in the prior art.
  • the injector for injecting fuel comprises a seat plate with a passage throttle, a valve insert which is arranged on one of the flat sides of the seat plate, a valve guide for slidably receiving the valve insert, a nozzle needle which is arranged on the opposite side of the valve insert to the seat plate , a spring sleeve that surrounds a portion of the nozzle needle, a valve chamber for holding fuel, the valve chamber being restricted by the seat plate and the valve insert and extending to the orifice of the seat plate, a control chamber for holding fuel, the control chamber passing through the valve insert , the spring sleeve and the nozzle needle is restricted, and a line which connects the control space and the valve space with each other, the line being arranged in the valve core.
  • the invention is characterized, among other things, by the fact that the line is closed by placing the valve insert on the spring sleeve.
  • Another advantage is that the closing of the line connecting the control chamber and the valve chamber requires no additional component.
  • a ball arranged in the line, which forms a check valve for fuel, would be conceivable. Such an arrangement would be inferior in durability to the present invention.
  • the spring sleeve is directly adjacent to the valve guide.
  • the spring sleeve essentially has a blind-hole-like recess for receiving the nozzle needle and has at least one connecting line to connect the interior of the blind-hole-like recess, in which the nozzle needle is arranged, with a side of the valve insert facing the spring sleeve associate.
  • the spring sleeve can accordingly have a cylindrical structure that is closed on one side. On the other side, the nozzle needle extends out of the cylindrical spring sleeve.
  • the closed side of the cylindrical structure is only provided with connecting lines, which allow a fluidic connection from a side of the valve insert facing the spring sleeve into the interior of the spring sleeve.
  • the spring sleeve has a flat contact surface for placing the valve insert, which closes the line when the valve insert is placed in cooperation with a contact surface of the valve attachment surrounding an opening in the line. Accordingly, this flat area represents a flat seat, which is used to place the valve insert on the spring sleeve.
  • the spring sleeve has a surface facing the valve insert, which is essentially flat and is only interrupted by the at least one connecting line into the interior of the spring sleeve.
  • the control chamber of the injector therefore comprises two areas that are separated from one another by the spring sleeve. A connection between the areas only takes place via the at least one connecting line in the spring sleeve.
  • valve insert is preferably made for the valve insert to be placed on the spring sleeve in a plane perpendicular to the axis of rotation of the nozzle needle.
  • control chamber can comprise two areas or consist of two areas which are only connected to one another by at least one connecting line running in the spring sleeve.
  • the at least one connecting line is preferably a bore that can run parallel to the longitudinal direction of the nozzle needle.
  • an area for placing the valve insert on the spring sleeve is a flat seal, which closes the line running in the valve insert when the valve insert is placed on the spring sleeve.
  • the provision of the flat seal makes it possible to reliably seal the line that connects the control chamber and the valve chamber to one another.
  • the basic operating principle essentially corresponds to placing the armature on the throttle opening of the seat plate.
  • the valve insert preferably has a protruding shoulder on the side facing the spring sleeve, in the surface of which the opening of the line is arranged.
  • the areas surrounding the opening on the surface of the valve insert facing the spring sleeve are advantageously at the same level, so that sealing can be achieved by placing it on a flat surface.
  • the protruding shoulder is a step-like elevation compared to the remaining side of the valve insert facing the spring sleeve, so that the contact surface is reduced when it is placed on the spring sleeve. This leads to a better closing process of the line which is arranged in the valve insert and which connects the control chamber and the valve chamber to one another.
  • the valve guide has at least one feed line for fuel under high pressure, whose connection to the control chamber is open when the valve insert is placed on the spring sleeve and is closed when it is lifted from it.
  • a feed line can be opened or closed via the sliding movement of the valve insert. This happens when the valve insert hits the lower edge of the valve guide, which interrupts a connection between the inlet line and the control chamber.
  • valve insert is mushroom-shaped.
  • the mushroom head can face the spring sleeve.
  • the line is preferably an outlet throttle for fuel from the control chamber into the valve chamber.
  • valve insert is designed to be rotationally symmetrical about a drilling axis of the line.
  • the spring sleeve is rotationally symmetrical about the axis of rotation of the nozzle needle.
  • 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, in the energized state, moves the armature 11 out of the sealing position from the passage throttle 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.
  • the 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 acts on the adjoining spring sleeve 28 and serves to urge the nozzle needle 6 into its closed position via a disk 26 placed on a projection of the nozzle needle 6 .
  • the nozzle clamping nut 25 and the sealing washer 23 complete the structure of the injector 1.
  • Figs 2a-d 12 show an enlarged view 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) is 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 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 nozzle needle body, the needle 6 is lifted 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 for the function of the injector 1, but offer the advantage of a very quick closing of the needle 6.
  • 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 can connect the valve space 7 to the control space 8 .
  • the line 9 is arranged in the valve insert 4 . If the valve insert 4, which can be moved in the longitudinal direction, is seated on the flat seat 28, the line 9 is blocked. There is then no fluidic connection between the valve chamber 7 and the control chamber 8 .
  • the nozzle needle arranged inside the spring sleeve 14 is lifted out with the aid of the pressure in the control chamber 8 .
  • At least one connecting line 32 through the spring sleeve 14 ensures that a change in pressure also reaches the inside of the spring sleeve 14 .
  • 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 4 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 introduce fuel that is under high pressure into the control chamber 8 .
  • the reference number 17 designates the high-pressure area of the fuel.
  • the figs 4a-e all show a control valve area of the injector.
  • the control valve area consists of the components armature 11, seat plate 2, control valve 4, 5, spring sleeve 14 and nozzle needle 6.
  • This network controls the opening and closing of the nozzle needle 6 and is therefore decisive for ensuring the injector function and the performance of the injector 1.
  • This valve makes it possible to determine the speed at which the nozzle needle 6 opens and closes, as well as the timing of its actuation and thus to determine the injection duration and quantity. Due to the precise control, it is possible to introduce targeted multiple injections during a working cycle and thus ensure more complete combustion, which in turn results in a reduction in pollutants.
  • the seat plate 2 separates the high-pressure area from the magnet/leakage area.
  • the control valve 4, 5 separates the control chamber 8 from the valve chamber 7 (also: upper control chamber). It is a three-way valve, also known as a mushroom valve, and consists of the valve guide 5 and the valve insert 4.
  • valve chamber 7 is delimited by the components armature 11, seat plate 2 and control valve 4, 5.
  • the control chamber 8 is delimited by the components control valve 4 , 5 , spring sleeve 14 and nozzle needle 6 . It results from two areas that are connected by at least one, preferably three, axial connecting bores 32 in the spring sleeve 14 .
  • the control chamber volume results from both areas and from the at least one axial connecting bore 32 .
  • the end Figure 4a It can be seen that the armature 11 closes the throttle bore 3 of the seat plate 2 in the de-energized state of the magnet 19 and prevents the fuel from flowing out of the valve chamber 7 into the leakage area 15 .
  • the valve insert 4 is at the lower stop and rests against the flat seal 28 on the spring sleeve 14 . Furthermore, the seat plate 2 is pressed against the injector housing 22 and, due to the high surface quality and flatness on the contact surface, ensures a radial seal between the high-pressure area and the leakage area and between the high-pressure area 17 and the valve chamber 7. There is therefore no permanent leakage (position 1).
  • Figure 4b shows that as soon as the magnet 19 is energized and the armature 11 is raised as a result, fuel can flow out of the valve chamber 7 into the leakage area 15 through the throttle bore 3 of the seat plate 2 and thus creates a pressure drop in the valve chamber 7 .
  • the drop in pressure creates a pressure difference between the valve chamber 7 and the control chamber 8.
  • the valve insert 4 is at the bottom stop and the flat seat 28 is sealing on the spring sleeve 14, no fuel can flow through the outlet throttle 9 into the valve chamber 7. (Item 2).
  • Fig. 4d shows the state as soon as the magnet 19 is no longer energized and the armature 11 closes the throttle bore 3 of the seat plate 2.
  • the pressure difference between the valve chamber 7 and the control chamber 8 occurs due to the fuel flowing in from the high-pressure area 17 via the inlet throttle 13 of the valve guide 5 (position 4).
  • valve chamber 7 The pressure build-up in the valve chamber 7 pushes the valve insert 4 downwards and the inlet bores 12 of the valve guide 5 are released and the control chamber 8 is suddenly filled with fuel from the high-pressure area 17 (position 5, cf. Figure 4e ).
  • the same pressure level as in the high-pressure region 17 is established in the valve chamber 7 and in the control chamber 8 .
  • the nozzle needle 6 is pressed back into the seat of the nozzle body by the pressure present in the control chamber 8 and supported by the force of the nozzle needle spring 21 and thus ends the injection into the combustion chamber.
  • figure 5 shows the results of a simulation compared to a conventional injector.
  • FIG. 6 shows that with identical control, the injector according to the invention responds more quickly, ie has a higher injection rate in mg/ms, than a conventional injector.
  • Graph II shows the implementation according to the invention, and graph I shows a conventional injector.

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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)
EP19719228.9A 2018-04-18 2019-04-17 Injektor zum einspritzen von kraftstoff Active EP3775527B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018109206.7A DE102018109206A1 (de) 2018-04-18 2018-04-18 Injektor zum Einspritzen von Kraftstoff
PCT/EP2019/059954 WO2019202008A1 (de) 2018-04-18 2019-04-17 Injektor zum einspritzen von kraftstoff

Publications (2)

Publication Number Publication Date
EP3775527A1 EP3775527A1 (de) 2021-02-17
EP3775527B1 true EP3775527B1 (de) 2022-03-02

Family

ID=66251767

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19719228.9A Active EP3775527B1 (de) 2018-04-18 2019-04-17 Injektor zum einspritzen von kraftstoff

Country Status (6)

Country Link
US (1) US11499513B2 (zh)
EP (1) EP3775527B1 (zh)
CN (1) CN112041555B (zh)
DE (1) DE102018109206A1 (zh)
ES (1) ES2913416T3 (zh)
WO (1) WO2019202008A1 (zh)

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19516565C2 (de) * 1995-05-05 1998-07-30 Orange Gmbh Einspritzventil einer Brennkraftmaschine
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
DE102006057025A1 (de) * 2006-12-04 2008-06-05 Robert Bosch Gmbh Magnetventil mit Kugelsitz
CH700396A1 (de) 2009-02-09 2010-08-13 Ganser Hydromag Brennstoffeinspritzventil für Verbrennungskraftmaschinen.
US8690075B2 (en) * 2011-11-07 2014-04-08 Caterpillar Inc. Fuel injector with needle control system that includes F, A, Z and E orifices
DE102013212513A1 (de) * 2013-06-27 2014-12-31 Robert Bosch Gmbh Kraftstoffeinspritzventil mit mehrteilig ausgeführtem Ventilkörper am Steuerraum
DE102013225107A1 (de) * 2013-12-06 2015-06-11 Robert Bosch Gmbh Kraftstoffinjektor, insbesondere Common-Rail-Injektor für selbstzündende Brennkraftmaschinen
CH710127A1 (de) * 2014-09-17 2016-03-31 Ganser Crs Ag Brennstoffeinspritzventil für Verbrennungskraftmaschinen.

Also Published As

Publication number Publication date
CN112041555A (zh) 2020-12-04
ES2913416T3 (es) 2022-06-02
US20210164429A1 (en) 2021-06-03
EP3775527A1 (de) 2021-02-17
CN112041555B (zh) 2022-08-16
DE102018109206A1 (de) 2019-10-24
WO2019202008A1 (de) 2019-10-24
US11499513B2 (en) 2022-11-15

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