KR20060069134A - Structure of cut-off solenoid injector - Google Patents

Abstract

A cutoff solenoid injector structure is disclosed. The disclosed cutoff solenoid injector structure includes an injector part having a fuel inlet port through which fuel flows, and a cutoff solenoid injector structure having a cutoff solenoid part including a fuel injection hole through which fuel is injected, ; A housing coupled to and installed at the bottom of the case; A valve body coupled to the housing and installed under the housing to form the fuel injection hole; A coil installed in the case to generate an electromotive force when energized; A plunger installed through the housing and the valve body and operated on / off when an electromotive force is generated in the coil; A core installed in the coil above the plunger to generate an electromotive force to lift the plunger side; And a valve seat installed at a lower portion of the valve body to the upper portion of the fuel injection hole and formed to seal by the plunger.

According to the present invention, there is an advantage that can improve idle assistance and deterioration of driving performance.

Cutoff Solenoid Injector, Plunger, Valve Seat

Description

Cutoff Solenoid Injector Structure {STRUCTURE OF CUT-OFF SOLENOID INJECTOR}

1 is a view schematically showing the configuration of a cutoff solenoid injector structure according to the prior art.

2 is a view schematically showing the configuration of a cutoff solenoid injector structure according to the present invention.

<Description of the symbols for the main parts of the drawings>

40. Cutoff Solenoid Part

41. Fuel sprayer

42. Case

43. Housing

44. Valve Body

45. Coil

46. Plunger

47. Core

48. Valve seat

49. Icing Prevention Tips

The present invention relates to a cutoff solenoid injector structure, and more particularly, to a cutoff solenoid injector structure for improving idle relief and driving performance by reducing injection flow rate.

The engine is a part that generates power to drive an automobile and obtains energy by compressing and burning fuel that is sucked into a cylinder of the engine. In order for the engine to operate, a mixer in which air and fuel are properly mixed in a cylinder is required.

In addition, the mixer supplied to the engine requires high-precision control in order to simultaneously purify exhaust gas, reduce fuel consumption, and improve output, and to lower the ignition point when igniting the mixer in the engine, Atomization is needed to make the particles smaller.

Conventionally, vaporizers using the principle of nebulizers have been used for more suitable mixer formation. However, it was inadequate to make a mixer close to the theoretical performance ratio that adapts to all operating conditions and completely burns fuel.

In order to solve such a problem, an electronically controlled fuel injection device capable of supplying an optimum fuel to an engine to satisfy all operating conditions has been developed.

The electronically controlled fuel injection device injects fuel under the control of a computer to atomize the fuel sucked into the engine and mixes it with air. Looking at the types of sensors that detect various data, the crank angle sensor and the flow rate of air Air flow meter that detects oxygen and oxygen sensor that detects the amount of oxygen in the exhaust gas, and various data obtained from these sensors, such as intake air amount, intake temperature, opening degree of throttle, water temperature, engine speed, exhaust gas Various data such as heavy oxygen concentration are all input to the ECU (Electronic Control Unit) to calculate the optimum air-fuel ratio from the driving state and the fuel state in the cylinder to instruct the injector the amount of fuel discharged.

The electronically controlled fuel injection device is divided into a single point injection for injecting fuel into the intake manifold and a multi point injection for injecting fuel into each intake port separately.

Meanwhile, FIG. 1 illustrates a cut-off solenoid injector according to the related art.

As shown, the cutoff solenoid injector 100 includes an injector 10 having a fuel inlet through which fuel flows, and a cutoff solenoid unit 20 having a fuel injection hole 21 through which fuel is injected. .

However, in the structure of the cut-off solenoid injector 100 according to the related art, which is configured as described above, the plunger 22 itself is a separate part from the fuel line, and the plunger 22 and the valve seat ( The structure of the valve seat 23 itself is a sealing structure, and when the plunger 22 is opened, the structure of the plunger 22 and the valve seat 23 generates a large resistance to fuel flow. lost.

Therefore, there is a problem in that idle relief and deterioration in driving performance occur due to the reduction of the injection flow rate of the injector 100.

The present invention has been made to solve the above problems, and provides a cut-off solenoid injector structure in which the structure of the plunger and the valve seat does not generate a large resistance when the plunger is opened to improve idle relief and deterioration of operability. There is a purpose.

Cut-off solenoid injector structure of the present invention for achieving the above object, in the cut-off solenoid injector structure provided with an injector portion having a fuel inlet for fuel flow, and a cutoff solenoid portion provided with a fuel injection hole for injection of fuel A case installed on the cutoff solenoid portion; A housing coupled to and installed at the bottom of the case; A valve body coupled to the housing and installed under the housing to form the fuel injection hole; A coil installed in the case to generate an electromotive force when energized; A plunger installed through the housing and the valve body and operated on / off when an electromotive force is generated in the coil; A core installed in the coil above the plunger to generate an electromotive force to lift the plunger side; And a valve seat installed at a lower portion of the valve body to the upper portion of the fuel injection hole and formed to seal by the plunger.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

2 is a block diagram showing the configuration of a cutoff solenoid injector structure according to the present invention.

Referring to the drawings, the cut-off solenoid injector structure according to the present invention, the cut-off solenoid portion is provided with an injector 30 having a fuel inlet 31 through which fuel is introduced, and a fuel injection hole 41 through which fuel is injected. 40 is provided.

This will be described in more detail.

The structure of the cutoff solenoid injector 200 according to the present invention includes a case 42 installed at an upper portion of the cutoff solenoid portion 40 and a housing 43 coupled to the case 42 at a lower portion of the case 42. And a valve body 44 which is combined with the housing 43 and installed under the housing 43 to form the fuel injection hole 41, and is installed in the case 42 to generate electromotive force. The coil 45 is comprised.

And in the structure of the cut-off solenoid injector 200 according to the present invention, the plunger which is installed to penetrate the housing 43 and the valve body 44 is operated on / off (on / off) when the electromotive force generated in the coil 45 ( 46, a core 47 provided in the coil 45 to the upper portion of the plunger 46 to generate electromotive force to lift the plunger 46 side, and a valve to the upper portion of the fuel injection hole 41. It is installed in the lower portion of the body 44 is formed to seal (sealing) by the plunger 46 and comprises a valve seat 48 made of rubber (rubber).

In addition, the inside of the plunger 46 is provided with an anti-icing tip (49) installed to prevent icing (icing).

The upper circumferential surface of the icing prevention tip 49 is provided with a spring 49 installed to restore the valve seat 48 when the power is turned off after the plunger 46 is operated.

Referring to the operation of the cut-off solenoid injector structure according to the present invention having the configuration as described above is as follows.

Referring back to the drawings, the cutoff solenoid injector structure according to the present invention is equipped with a cutoff solenoid injector in order to cope with the occurrence of leakage of a conventional gas injector. Injector Tip_In / _Out)] is to prevent idle assistance and deterioration of driving.

Specifically, first, the cut-off solenoid injector structure according to the present invention, by creating a fuel supply passage in the plunger 46 to reduce the resistance generated when the plunger 46 and the valve seat structure when the plunger 46 is opened. Can be reduced.

On the other hand, in the case of a dedicated gas injector, the fuel pressure of the gas supply passage when it is opened is transmitted to the gas injector tip out part as it is, and ultimately the pressure inside the gas injector is called P_inlet_injector and the gas injector tip out part pressure is called P_exit_injector. At the time, ΔP (P_inlet_injector ~ gas injector Tip_Out) is not large, so the actual flow loss is small. [∵injection flow rate, Q∝ = f (△ P)]

Especially in case of LPI and gas vehicles that easily change from liquid to gaseous state in vehicle soaking that is not pressurized at room temperature (even for liquid fuels such as gasoline), cutoff solenoid injectors on existing gas injectors In the case of a system equipped with the 200, it is an optimal / best system.

When the cutoff solenoid injector 200 is mounted as described above, the pressure of the outlet of the cutoff solenoid injector 200 to which the pressurized liquid fuel in the gas injector is finally ejected is called P_exit_cut-off-sol-injector. (P_inlet_gas injector ~ P_inlet_cut off sol injector ~ P_exit_cut off sol injector) becomes large. That is, as the gas injector pressure loss increases due to ΔP jumping, the actual flow rate decreases.

Therefore, by changing the internal flow path structure of the cutoff solenoid injector 200 and optimizing it, the ΔP jumping width is minimized to maintain the ΔP of the dedicated gas injector as much as possible, so that the same or similar injection period as the conventional dedicated gas injector is possible. By maintaining Ti_injection duration, even when the cutoff solenoid injector 200 is mounted, the existing ECU data can be used without additional fuel amount matching.

Indeed, when ΔP is increased to increase the injection flow rate per unit time more than necessary, the amount of wall wetting of the intake port increases in the constant speed or in particular the acceleration / deceleration area, and thus the associated fuel amount controllability is poor in EMS control. It will lead to deterioration of driving.

That is, as the cutoff solenoid injector 200 is added to the existing gas injector, the fuel transfer length increases, thereby causing a fuel transfer delay. In other words, the increase in ΔP above means that the injector injection flow rate decreases (which means that the fuel state before the injector outlet, which must maintain the liquid phase, is already changed to liquid / gas or gaseous state, in the case of LPG fuel). The volume increases from 250 to about 250. This ultimately leads to a reduction in injection flow, resulting in idle assistance and engine / vehicle performance due to misfires such as lean fuel A / F (fuel ratio). Causes a decrease).

In addition, although the injection flow rate per unit time is insufficient, even if the injection period is increased, response delay is caused, resulting in poor controllability of the transient and acceleration / deceleration fuel amount, leading to deterioration of operability.

As described above, the cutoff solenoid injector structure according to the present invention has the following effects.

The structure of the plunger and the valve seat prevents a large resistance from being generated when the plunger is opened so that the injection flow rate is not reduced, thereby improving idle relief and deterioration of operability.

Although the present invention has been described with reference to one embodiment shown in the drawings, this is merely exemplary, and it will be understood by those skilled in the art that various modifications and equivalent embodiments are possible. Therefore, the true scope of protection of the present invention should be defined only by the appended claims.

Claims (4)

In the cut-off solenoid injector structure provided with an injector unit having a fuel inlet for fuel flow, and a cut-off solenoid unit having a fuel injection hole for fuel injection, A case installed on the cutoff solenoid portion; A housing coupled to and installed at the bottom of the case; A valve body coupled to the housing and installed under the housing to form the fuel injection hole; A coil installed in the case to generate an electromotive force when energized; A plunger installed through the housing and the valve body and operated on / off when an electromotive force is generated in the coil; A core installed in the coil above the plunger to generate an electromotive force to lift the plunger side; Cutoff solenoid injector structure comprising a; valve seat is installed in the lower portion of the valve body to the upper portion of the fuel injection hole to be sealed by the plunger. The method of claim 1, Cutoff solenoid injector structure, characterized in that the inside of the plunger further comprises an icing prevention tip installed to prevent icing. The method of claim 2, Cutoff solenoid injector structure, characterized in that the upper circumferential surface of the icing prevention tip further includes a spring installed to restore the valve seat when the power is turned off after the plunger is operated. The method of claim 1, Cutoff solenoid injector structure, characterized in that the valve seat is made of rubber.

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