EP4172486A1 - Limiteur de débit d'un système d'injection de carburant et système d'injection de carburant comprenant un limiteur de débit - Google Patents

Limiteur de débit d'un système d'injection de carburant et système d'injection de carburant comprenant un limiteur de débit

Info

Publication number
EP4172486A1
EP4172486A1 EP21763311.4A EP21763311A EP4172486A1 EP 4172486 A1 EP4172486 A1 EP 4172486A1 EP 21763311 A EP21763311 A EP 21763311A EP 4172486 A1 EP4172486 A1 EP 4172486A1
Authority
EP
European Patent Office
Prior art keywords
throttle
hole
insert
throttle insert
flow
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.)
Pending
Application number
EP21763311.4A
Other languages
German (de)
English (en)
Inventor
Fabian Schmid
Martin Seidl
Florian Schiller
Matthias SMETANA
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
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Liebherr Components Deggendorf GmbH filed Critical Liebherr Components Deggendorf GmbH
Publication of EP4172486A1 publication Critical patent/EP4172486A1/fr
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M63/005—Pressure relief 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0205—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/0215—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by draining or closing fuel conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K15/00—Check valves
    • F16K15/02—Check valves with guided rigid valve members
    • F16K15/06—Check valves with guided rigid valve members with guided stems
    • F16K15/063—Check valves with guided rigid valve members with guided stems the valve being loaded by a spring
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K17/00—Safety valves; Equalising valves, e.g. pressure relief valves
    • F16K17/20—Excess-flow valves
    • F16K17/22—Excess-flow valves actuated by the difference of pressure between two places in the flow line
    • F16K17/24—Excess-flow valves actuated by the difference of pressure between two places in the flow line acting directly on the cutting-off member
    • F16K17/28—Excess-flow valves actuated by the difference of pressure between two places in the flow line acting directly on the cutting-off member operating in one direction only
    • F16K17/30—Excess-flow valves actuated by the difference of pressure between two places in the flow line acting directly on the cutting-off member operating in one direction only spring-loaded

Definitions

  • the present invention relates to a flow limiter for a fuel injection system and a fuel injection system with such a flow limiter.
  • An injector has a nozzle needle that ejects high-pressure fuel to the outside when a discharge hole of the injector is uncovered. In interaction with this outlet opening, this nozzle needle acts like a stopper, which allows the fuel to escape when it is lifted. 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 which are controlled, for example, by electromagnetic valves, are used to trigger the movement of this nozzle needle.
  • the servo valves are required for the controlled opening and closing of the nozzle needle. This makes it possible to determine the start of injection, the duration of injection and the end of injection. Due to the high injection pressures of over 2500 bar, it is not possible to control the nozzle needle directly using a solenoid valve. In this case, the forces required to open and close the nozzle needle would be too great, so that such a method could only be implemented with the help of very large electromagnets. However, such a design is ruled out in an engine due to the limited space available.
  • pilot valves in the form of a servo valve are used, 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 throttle.
  • this control chamber has a small closable outlet throttle from which the fuel can escape. If he does this, the pressure in the control chamber and the closing force acting on the nozzle needle are reduced. This causes the nozzle needle to move, which opens the outlet opening at the injector tip.
  • the pilot valve includes the inlet throttle, the control chamber and the outlet throttle.
  • the outlet throttle of the control chamber is selectively closed or opened with the aid of an electromagnetic valve or another suitable valve.
  • the controlled opening of this outlet throttle in combination with the inlet throttle determines the pressure in the control chamber of the valve. As explained briefly above, this pressure is then responsible for the opening and closing of the nozzle needle.
  • a flow restrictor according to the invention for a fuel injection system has a throttle bushing with a through hole, a throttle insert which is movably accommodated in the through hole, a sealing section in the through hole which is a cross-sectional reduction of the through hole compared to a first section of the through hole in which the throttle insert is arranged, and a spring element in which Through hole is received and urges the throttle insert away from the sealing portion.
  • the flow restrictor is characterized in that the throttle insert has a sealing surface on its side facing the sealing section, which seals the through-hole when it comes into contact with the sealing section.
  • high pressure fuel is present on both sides of the throttle insert.
  • the high-pressure fuel reservoir typically the rail, is fluidically connected to the flow limiter on the side of the throttle insert that faces away from the sealing section. Since fuel is now present on both sides of the throttle insert under identical pressure, the spring element arranged between the throttle insert and the sealing section acts in such a way that the throttle insert is pushed away from the sealing section. The space created in this way forms a reservoir of fuel, which can flow completely into the combustion chamber even in the event of a malfunction. If the injector now opens, fuel flows out of this reservoir much faster than it can flow through the throttle insert, so that there is a drop in pressure in the reservoir.
  • a quantity of fuel flowing in from the high-pressure side via the throttle insert is not able to replace the discharge quantity from the injector, which is injected into the combustion chamber, quickly enough, so that in the event of a faulty injection duration that exceeds the normal level, the throttle insert with its sealing surface on the Sealing section meets and interrupts the fuel supply for the injector.
  • the throttle insert with its sealing surface on the Sealing section meets and interrupts the fuel supply for the injector.
  • Such a fault pattern of an injector can occur, for example, if the needle does not close completely, the armature does not close correctly, or there is a leak in the injector housing, for example.
  • the throttle insert remains in its closed position until the pressure in the fuel reservoir is reduced sufficiently. As soon as the spring force is greater than the force caused by the applied pressure difference, the throttle insert releases the fuel flow towards the combustion chamber again.
  • the injection of fuel ends before the sealing surface of the throttle insert touches the sealing section, so that the fuel flowing in via the throttle insert fills up or enlarges the reservoir defined between the sealing surface of the throttle insert and the sealing section of the bushing. If there is fuel under high pressure on both sides of the throttle insert that is slidably received in the bushing, the throttle insert is pushed away from the sealing section due to the spring element, so that the reservoir is enlarged.
  • the throttle insert has at least one throttle line, which has a fluid connection along the through-hole from an inlet opening on the side of the throttle insert facing away from the sealing surface to an outlet opening on the side facing the sealing surface Side of the throttle insert, ie the two end faces of the throttle insert, provides.
  • the outlet opening is preferably arranged in such a way that the flow exiting from it exits within the spring element. This is to be understood in particular as meaning that the flow enters directly into the space within the coils of the spring element and in particular does not have to flow through the coils or threads in order to reach the sealing section or its reduction in cross section. This reduces disruptive interactions between the fluid flowing out of the outlet opening of the throttle insert and the spring element.
  • the outlet opening preferably opens into an end face (or an end face section) of the throttle insert which faces the sealing section.
  • the exiting flow is therefore in particular not directed in the direction of the windings of the spring element, but rather along its longitudinal axis.
  • the flow limiter further comprises a closure element which is arranged in the through hole of the throttle bushing on the side facing away from the throttle insert towards the sealing section and has a through opening for fuel to flow into the through hole, the throttle insert being on on its side facing the closure element has a closure surface which closes the passage opening upon contact with the closure element.
  • the flow restrictor In order to prevent fuel from flowing through the flow restrictor in this case as well, it has a sealing surface on its side facing away from the sealing section, which interrupts a fluid connection in cooperation with the sealing element arranged in the through hole.
  • the spring element thus presses the throttle insert against the closure element, so that the closure surface facing the closure element closes the passage opening of the closure element and prevents a possible supply of fuel through the flow restrictor.
  • This also ensures that when there is a pressure difference on the two sides of the throttle insert, which does not lead to a compression of the spring element, the flow limiter prevents a flow of fuel.
  • sealing surfaces on the two opposite sides of the throttle insert in the longitudinal direction which can bring about an interruption of a fluid connection along the flow restrictor. This also prevents fuel from being able to flow continuously through the flow restrictor while the rail is being flushed through in stand-by operation with fuel which has a lower pressure level than in regular operation.
  • the spring element presses the throttle insert with its closure surface against the passage opening of the closure element.
  • the spring element pushes moves the throttle insert away from the sealing section and towards the closure element, so that the closure surface seals the through-opening of the closure element.
  • This shape has proven to be particularly advantageous and low-wear in the repeated sealing of the through-opening.
  • the closure surface has a cone shape, a truncated cone shape or part of a cone shape in order to seal the through-opening in the event of contact with the closure element.
  • This form has also proven to be particularly advantageous and low-wear in the repeated sealing of the passage opening.
  • the spring element is designed to push the throttle insert against the closure element when the pressure conditions on both sides of the throttle insert are identical, in order to close the through-opening of the closure element with the closure surface of the throttle insert.
  • This can preferably be the case not only with identical or balanced pressure conditions on both sides of the throttle insert, but even up to a certain excess pressure on the side of the throttle insert on which the closure element is located.
  • the spring element can be designed to hold the throttle insert against the
  • the closure element limits a stroke of the throttle insert caused by the spring element away from the sealing section, with the closure element preferably being pressed into the through hole or being fastened to the end of the through hole.
  • the spring element thus forces the throttle insert against the closure element, so that its passage opening is sealed by the throttle insert or the closure surface of the throttle insert.
  • the closure surface does not have to be flat or planar, but can be arranged on the outer contour of a truncated cone, a spherical cap or another body that is located on the side of the throttle insert facing the closure element.
  • the throttle insert is arranged to be displaceable along the longitudinal direction of the through-hole of the throttle bushing. Due to this displaceable arrangement, the throttle insert can be moved back and forth depending on the pressure conditions prevailing on both sides in the throttle bushing, so that the throttle insert closes either the sealing section or the passage opening of the closure element.
  • the throttle insert has a main body whose outer circumference is the same as and/or only slightly smaller than the inner circumference of the through hole in which the throttle insert is movably received.
  • a diameter of the outer circumference of the throttle insert that is only 95%, preferably 97% and preferably 99% is considered to be slightly smaller. of the diameter of the inner circumference of the through hole of the throttle bushing. It is clear to a person skilled in the art that the diameter of the inner circumference of the through-hole is determined at the point at which the throttle insert is accommodated and displaceably mounted in the through-hole.
  • the throttle insert has a main body, on the opposite end faces of which the sealing surface facing the sealing section on the one hand and the closure surface facing the closure element on the other hand are arranged.
  • the main body may have a barrel shape. This means that the main body of the throttle insert has a smaller diameter, viewed in the longitudinal direction of the throttle bushing, which first increases before it decreases again. This reduces wear and tear as the throttle insert is constantly being pushed back and forth, ensuring correct function over the entire product life cycle.
  • the throttle insert interacts with its outer cross section with the inner cross section of the through hole and reduces and/or prevents a flow of fluid between the outer cross section of the throttle insert and the inner cross section of the through hole.
  • the at least one throttle line runs eccentrically, in particular continuously eccentrically, to the longitudinal direction of the throttle bushing.
  • the longitudinal direction of the throttle bush corresponds in particular to the direction of movement of the throttle insert in the through hole.
  • the at least one throttle line runs continuously parallel to the longitudinal direction of the throttle bushing.
  • the flow emerging from the outlet opening of the throttle insert also exits parallel to the longitudinal direction of the throttle bushing.
  • the throttle line preferably has no kink or curvature.
  • the throttle line preferably forms a continuous channel or a continuous bore.
  • the throttle line preferably runs entirely within the throttle insert.
  • throttle lines are arranged rotationally symmetrically to the longitudinal axis of the through-opening of the throttle bushing.
  • the spring element is supported on the reduction in cross section caused by the sealing section and forces the throttle element away from the sealing section.
  • a tension spring can also be provided in the area between the closure element and the throttle insert, which pulls the throttle insert away from the sealing section and, with identical pressure conditions on both end faces of the throttle insert, causes the passage opening of the closure element to be sealed.
  • the invention also relates to a fuel injector with a flow limiter according to one of the preceding claims, wherein the flow limiter is arranged downstream of a fuel supply line, the so-called rail, and is preferably arranged between the fuel supply line and the fuel injector. Furthermore, it can be provided in the fuel injector that the flow limiter is arranged inside the injector by the throttle bushing being inserted or pressed with its outside in a sealing manner in a housing of the injector, preferably being inserted or pressed into a supply line of the injector.
  • the flow limiter is pressed into the fuel supply line, in that the throttle bushing is inserted with its outside in a sealing manner in the fuel supply line.
  • Fig. 3 an illustration of a throttle insert with a barrel-shaped main body
  • FIG. 4 shows the embodiment according to FIG. 1c, the direction of flow of the fuel being indicated.
  • FIG. 1a shows a flow limiter 1 in a perspective view, which can be attached outside of an injector for injecting fuel, but can also be arranged in the immediate supply lines of the injector.
  • the flow restrictor 1 has a throttle bushing 2 in which a through hole 3 (see FIG. 1b) is arranged in the longitudinal direction.
  • the throttle bushing is formed essentially rotationally symmetrically to its longitudinal axis and has a round cross section.
  • the cross-sectional diameter decreases toward the lower outlet end, since the throttle bushing 2 is typically pressed into a pressure piece 13 (see FIG. 1c) in this area. Pressing into pressure piece 13 creates a fluid-tight connection that prevents fuel flowing through the flow limiter from escaping.
  • the pressure piece 13 can be part of an injector or part of an element located upstream of it.
  • a closure element 7 which has a through-opening 8 , is inserted into the upper end of the throttle bushing 2 . Fuel is introduced into the flow restrictor 1 via this passage opening 8 .
  • This fuel is usually under high pressure and comes from a rail, a line that supplies fuel to at least one injector. Become with the rail
  • the opening 8 in the closure element 7 is arranged in the center of the longitudinal axis of the throttle bushing 2 .
  • FIG. 1b shows a sectional view of the flow limiter 1, in which the throttle bushing 2 and the throttle insert 4 arranged displaceably therein can be seen.
  • the throttle bushing 2 has a through hole 3 which extends in the longitudinal direction of the flow restrictor 1 .
  • This through-hole 3 can be a bore which has at least two different diameters that are offset from one another in a step-like manner.
  • This through-hole 3 has a first section which, seen in FIG. 1b, makes up approximately the upper 75% of the through-hole and in which a throttle insert 4 is movably accommodated.
  • This throttle insert 4 can be slidably moved in the through hole 3 depending on the prevailing pressure conditions. Shown is a positioning of the throttle insert 4 in which the maximum remote position has been taken by a sealing section 5 .
  • the stroke of the throttle insert 4 is limited by the closure element 7 which defines the maximum deflection of the throttle insert 4 away from the sealing section 5 .
  • This closure element 7 is fastened in the throttle bushing 2 by a press fit or a threaded connection.
  • fastening options can also be provided, for example by means of a union nut or an alternative fastening option.
  • the fuel which is under high pressure, flows through the passage line 8 of the closure element 7 downstream along to the outlet side of the flow limiter 1. If a fuel injector arranged downstream is in a closed state, after the downstream line chambers have filled up on both sides of the throttle insert 4, fuel will flow at the same level pressure to be present. The compressive force of the spring element 6 then causes the throttle insert 4 to be pushed towards the closure element 7 .
  • the passage opening 8 of the closure element 7 is closed via the sealing surface 9 , which corresponds to a ball segment in the illustrated embodiment, so that a specific fuel pressure is required for fuel to flow into the flow limiter 1 . If, on the other hand, the fuel pressure is too low, as is the case, for example, when the rail is flushed, fuel does not enter the flow limiter 1. It is thus possible to prevent an impermissible amount of fuel from flowing through the flow limiter even during a flushing process passed through, although the throttle insert does not seal the sealing section 5. A seal via the sealing section can only take place if the pressure difference on both sides of the throttle insert 4 is high enough for it to compress the spring 6 and close the sealing section 5 with its sealing surface 10 .
  • the sealing surface 9 is located on an approximately hemispherical elevation on the side of the throttle insert 4 facing the closure element 7.
  • the fuel continues to flow via a throttle line 12, which runs through the throttle insert 4 in FIG. 1b and is continuously aligned parallel to the longitudinal direction of the throttle insert 4.
  • the precise configuration of the throttle conduit 12 for the present invention is also subject to certain variations. It only has to be ensured that when the flow limiter 1 is in a sealing state, in which the throttle insert 4 is in contact with the sealing section 5 , the throttle line 8 must not have any fluidic connection to a section located downstream of the sealing section 5 . Furthermore, the at least one throttle line 12 must throttle down the after-run of fuel in such a way that when fuel flows out of the flow restrictor 1 , a corresponding pressure difference arises when the injector opens, which moves the throttle insert 4 in the direction of the sealing section 5 .
  • the outlet opening (or the outlet openings) of the throttle line 12 should be arranged in such a way that the escaping fluid is conducted into the interior of the spring 6 .
  • the flow does not have to traverse the windings of the spring 6 in order to reach the outlet opening of the throttle bushing 2 or the narrowing of the cross section of the sealing section 5 . In this way, disruptive interactions between the flow and the spring 6 are avoided and the shut-off behavior is improved.
  • the throttle line 12 is arranged eccentrically to the longitudinal axis of the throttle insert 4 or the throttle bushing 2 .
  • a plurality of throttle lines 12 arranged as continuous bores around the longitudinal axis of the throttle insert 4 can be provided, all of which run continuously parallel to one another.
  • the throttle line 12 ends at a section of the end face of the throttle insert 4 pointing towards the sealing element 5, which is designed as a ring-shaped circumferential projection that is offset to the rear compared to the sealing surface 10.
  • This projection is located inside the spring 6, which is supported on another projection that runs even further to the rear and further to the outside. The flow thus exits from the outlet opening of the throttle line 12 within the spring 6, parallel to the longitudinal axis of the throttle bushing 2.
  • the inlet opening of the throttle line 12 (or the inlet openings of the throttle lines 12) is located on the opposite end of the throttle insert 4, facing the closure element 7.
  • the reduction in the flow cross section of the throttle line 12 that produces the throttle effect is located directly in front of its outlet opening.
  • the exact position and shape of this reduction (which can also be referred to as the throttle element of the throttle line 12) can be varied in order to adapt the shut-off behavior to the specific conditions of use.
  • the shut-off behavior of the flow limiter 1 can generally be varied by the dimensioning and the number of throttle lines 12 and must be adapted to the specific conditions of use.
  • FIG. 1c shows a sectional view of a flow limiter 1 in which it is pressed into a pressure piece 13.
  • FIG. The pressure pipe 14 absorbs the remaining component of the flow limiter 1 that has not been compressed.
  • the figs 2a-c show a further embodiment of the flow restrictor 1, which in its basic structure corresponds to the flow restrictor from FIGS. 1a-c corresponds. Therefore, reference can be made to the detailed description above.
  • sealing surface 9 Only the design of the sealing surface 9 is different. It can be seen that on the side of the throttle insert 4 facing towards the closure element 7 there is a cylindrical elevation in the center which has a beveled peripheral edge at its distal end area. A sealing surface 9 is produced with the lateral surface of this truncated cone-like section, which sealingly closes the passage opening 8 of the closure element 7 in contact with it.
  • FIG 3 shows the throttle insert 4 of the first embodiment in a side view.
  • the throttle insert 4 it is necessary for the throttle insert 4 to be slidably received in the throttle bushing 2 . As the throttle insert 4 reciprocates in the bush 2, the main body 11 is guided in the corresponding through hole 3. As shown in FIG. In order to reduce wear, it is advantageous if the main body 11 has a barrel-shaped structure so that sliding back and forth causes less damage.
  • FIG. 4 shows a sectional view of the flow limiter 1 according to FIG. This is only a schematic representation to clarify the direction of flow and is not conclusive the fact that in the configuration shown, the passage opening 8 is sealed by the sealing surface 9 .

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

Abstract

La présente invention concerne un limiteur de débit (1) pour un système d'injection de carburant, ledit limiteur de débit comprenant un manchon d'étranglement (2) doté d'un orifice traversant (3), un insert d'étranglement (4) qui est reçu mobile dans l'orifice traversant (3), une partie d'étanchéité (5) dans l'orifice traversant (3), ladite partie d'étanchéité étant une réduction en coupe transversale de l'orifice traversant par rapport à une première partie de l'orifice traversant dans laquelle l'insert d'étranglement (4) est placé, et un élément ressort (6) reçu dans l'orifice traversant (3) et poussant l'insert d'étranglement (4) à l'opposé de la partie d'étanchéité (5). L'invention est caractérisée en ce que l'insert d'étranglement (4) présente, au niveau de son extrémité la plus proche de la partie d'étanchéité (5), une surface d'étanchéité (10) qui ferme l'orifice traversant (3) lorsque la surface d'étanchéité est en contact avec la partie d'étanchéité (5). L'insert d'étranglement (4) présente au moins une conduite d'étranglement (12), qui fournit une connexion fluidique le long de l'orifice traversant entre une ouverture d'entrée dans le côté de l'insert d'étranglement (4) le plus éloigné de la surface d'étanchéité (10) et une ouverture de sortie du côté de l'insert d'étranglement (4) le plus proche de la surface d'étanchéité (10). L'ouverture de sortie est de préférence placée de telle sorte que le flux sortant de ladite ouverture de sortie sort à l'intérieur de l'élément ressort (6).
EP21763311.4A 2020-09-21 2021-08-16 Limiteur de débit d'un système d'injection de carburant et système d'injection de carburant comprenant un limiteur de débit Pending EP4172486A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020124511.4A DE102020124511A1 (de) 2020-09-21 2020-09-21 Durchflussbegrenzer für ein Kraftstoffeinspritzsystem sowie Kraftstoffeinspritzsystem mit einem Durchflussbegrenzer
PCT/EP2021/072692 WO2022058105A1 (fr) 2020-09-21 2021-08-16 Limiteur de débit d'un système d'injection de carburant et système d'injection de carburant comprenant un limiteur de débit

Publications (1)

Publication Number Publication Date
EP4172486A1 true EP4172486A1 (fr) 2023-05-03

Family

ID=77595537

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21763311.4A Pending EP4172486A1 (fr) 2020-09-21 2021-08-16 Limiteur de débit d'un système d'injection de carburant et système d'injection de carburant comprenant un limiteur de débit

Country Status (3)

Country Link
EP (1) EP4172486A1 (fr)
DE (1) DE102020124511A1 (fr)
WO (1) WO2022058105A1 (fr)

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DE4414242A1 (de) 1994-04-23 1995-10-26 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
DE19860476A1 (de) 1998-12-28 2000-07-06 Bosch Gmbh Robert Kraftstoffeinspritzanlage
JP3521811B2 (ja) 1999-08-05 2004-04-26 株式会社デンソー 内燃機関の安全装置
FI117643B (fi) * 2003-01-15 2006-12-29 Waertsilae Finland Oy Järjestely polttoaineen syöttölaitteistossa
DE102012208110A1 (de) * 2012-05-15 2013-11-21 Veritas Ag Druckhalteventilanordnung für eine Kraftstoffleitung
EP3180510B1 (fr) * 2014-08-15 2018-10-17 Wärtsilä Finland Oy Agencement de soupape d'injection de carburant pour moteur à combustion interne
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