US20040011893A1 - Fuel injector control module with dampening - Google Patents
Fuel injector control module with dampening Download PDFInfo
- Publication number
- US20040011893A1 US20040011893A1 US10/431,803 US43180303A US2004011893A1 US 20040011893 A1 US20040011893 A1 US 20040011893A1 US 43180303 A US43180303 A US 43180303A US 2004011893 A1 US2004011893 A1 US 2004011893A1
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- United States
- Prior art keywords
- armature
- fuel
- fluid
- wall
- fluid passage
- 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.)
- Abandoned
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- 239000012530 fluid Substances 0.000 claims abstract description 112
- 230000006835 compression Effects 0.000 claims description 26
- 238000007906 compression Methods 0.000 claims description 26
- 238000013459 approach Methods 0.000 claims description 17
- 238000000034 method Methods 0.000 claims description 13
- 230000008859 change Effects 0.000 claims description 2
- 230000003213 activating effect Effects 0.000 claims 1
- 230000000694 effects Effects 0.000 abstract description 2
- 229910000831 Steel Inorganic materials 0.000 description 5
- 239000000463 material Substances 0.000 description 5
- 239000010959 steel Substances 0.000 description 5
- 230000009849 deactivation Effects 0.000 description 4
- 230000004913 activation Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- -1 for example Substances 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
Images
Classifications
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- 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
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
- F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
- F16K31/0686—Braking, pressure equilibration, shock absorbing
- F16K31/0693—Pressure equilibration of the armature
-
- 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
- F02M57/00—Fuel-injectors combined or associated with other devices
- F02M57/02—Injectors structurally combined with fuel-injection pumps
- F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
-
- 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
- F02M57/00—Fuel-injectors combined or associated with other devices
- F02M57/02—Injectors structurally combined with fuel-injection pumps
- F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
- F02M57/023—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical
-
- 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
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/20—Varying fuel delivery in quantity or timing
- F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
- F02M59/366—Valves being actuated electrically
-
- 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
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
- F02M59/46—Valves
- F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means
-
- 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
- F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
- F02M63/0017—Valves characterised by the valve actuating means electrical, e.g. using solenoid using electromagnetic operating means
-
- 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
- F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
- F02M63/0017—Valves characterised by the valve actuating means electrical, e.g. using solenoid using electromagnetic operating means
- F02M63/0021—Valves characterised by the valve actuating means electrical, e.g. using solenoid using electromagnetic operating means characterised by the arrangement of mobile armatures
-
- 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
- F02M63/0059—Arrangements of valve actuators
- F02M63/0064—Two or more actuators acting on two or more valve bodies
-
- 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
- F16K47/00—Means in valves for absorbing fluid energy
- F16K47/08—Means in valves for absorbing fluid energy for decreasing pressure or noise level and having a throttling member separate from the closure member, e.g. screens, slots, labyrinths
- F16K47/10—Means in valves for absorbing fluid energy for decreasing pressure or noise level and having a throttling member separate from the closure member, e.g. screens, slots, labyrinths in which the medium in one direction must flow through the throttling channel, and in the other direction may flow through a much wider channel parallel to the throttling channel
-
- 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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
- F02M2200/304—Fuel-injection apparatus having mechanical parts, the movement of which is damped using hydraulic means
-
- 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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/44—Valves, e.g. injectors, with valve bodies arranged side-by-side
Definitions
- the present invention relates to controlling the flow of fuel through an injector.
- Fuel injectors provide controlled pulses of fuel for combustion in internal combustion engines.
- the flow of fuel through a fuel injector may be controlled by one or more solenoids that open ports, close ports, or otherwise affect the flow of fuel within the fuel injector through movement of a solenoid armature.
- each solenoid armature is biased in a first position by a mechanical spring and activated to a second position by a motive force provided by a solenoid electromagnet.
- the spring returns the solenoid armature to its deactivated position. This deactivation results in ringing of the armature or other mechanical vibrations due to contact with a mechanical stop. Such vibrations interfere with or otherwise complicate the control of fuel flowing through the injector and may shorten the effective injector life.
- the present invention utilizes a fluid in a chamber, through which a fuel control armature is moving, to dampen armature vibrations. This dampening effect is achieved by forming a passage through which the fluid flows as the actuator moves to a steady state position.
- a control module for controlling fuel delivery in a fuel injector includes a control module housing defining a cavity containing a fluid.
- An armature is disposed to move within the cavity.
- a control valve is operated by movement of the armature. The control valve affects the flow of fuel by changing the area of a fuel port through which fuel passes.
- a drive moves the armature towards a first wall of the cavity when the drive is activated and moves the armature towards a second wall of the cavity when the drive is deactivated.
- a first fluid passage is formed as the armature moves towards the first wall.
- a second fluid passage is formed as the armature moves towards the second wall. Armature vibration is dampened as fluid moves through the first fluid passage and the second fluid passage.
- At least one of the first fluid passage and the second fluid passage is formed by a dampener sleeve extending from the armature.
- a stop which has a length in a direction of armature movement greater than a length of the dampener sleeve in the direction of armature movement, may be used to form the fluid passage.
- the dampener sleeve may include at least one notch.
- armature vibration dampening is provided by at least one of a first channel in the first wall forming the first fluid passage and a second channel in the second wall forming the second fluid passage.
- At least one of the first fluid passage and the second fluid passage is formed between a compression side and a dampener shim.
- the compression side may be circular and the dampener shim may define a circular opening having an opening radius smaller than the compression side radius.
- a stop may extend from the compression side a distance greater than the thickness of the dampener shim.
- the armature defines a shoulder at least partially around the armature. At least one of the first fluid passage and the second fluid passage is formed between a dampener sleeve and the shoulder.
- the housing further defines a second cavity within which is at least partially disposed a second armature.
- the second armature forms at least one second armature fluid passage. Fluid exiting the second armature cavity through the at least one second armature fluid passage provides dampening of the second armature.
- a method of controlling a flow of fuel in a fuel injector is also provided.
- An armature is moved in a cavity containing fluid so as to change an opening area of a fuel port.
- At least one of a first fluid passage and a second fluid passage is formed by the armature movement.
- the first fluid passage passes fluid between the armature and a first wall defining the cavity as the armature moves towards the first wall.
- the second fluid passage passes fluid between the armature and a second wall defining the cavity as the armature moves towards the second wall.
- a method of injecting fuel into an engine is also provided.
- Fuel is compressed and supplied to an opening in an injector through a controlled path.
- the state of a solenoid in the injector is changed to control the flow of fuel along the path.
- the solenoid has an armature traveling through a cavity containing fluid. Changing the solenoid state causes the armature to approach a wall defining the cavity, forming a passage. Fluid is passed from between the armature and the wall through the passage, dampening vibrations.
- FIG. 1 is a conceptualized cut view drawing of a fuel injector which may incorporate the present invention
- FIG. 2 is a schematic diagram illustrating the operation of a fuel injector which may incorporate the present invention
- FIG. 3 is a cut view drawing of a control module having a dampener sleeve according to an embodiment of the present invention
- FIG. 4 is a cut view drawing of a control module having a notched dampener sleeve according to an embodiment of the present invention
- FIG. 5 is a perspective view drawing of a notched dampener sleeve according to an embodiment of the present invention.
- FIG. 6 is a cut view drawing of a control module defining a fluid passage channel according to an embodiment of the present invention
- FIG. 7 is a cut view drawing of a control module with a dampener shim according to an embodiment of the present invention.
- FIG. 8 is a cut view drawing of a control module with a dampener sleeve according to an embodiment of the present invention
- FIG. 9 is a plot of graphs illustrating control valve bouncing
- FIG. 10 is a plot of graphs illustrating vibration reduction due to an embodiment of the present invention.
- FIG. 11 is a cut view drawing of a control module with dampening on solenoid activation and on solenoid deactivation according to an embodiment of the present invention.
- a fuel injector shown generally by 20 , includes injector body 22 defining a fuel outlet shown generally by 24 .
- Plunger 26 disposed within injector body 22 pressurizes fuel 28 due to an external force applied to cam cup 30 overcoming bias force supplied by plunger spring 32 .
- Fuel 28 in reservoir 34 is routed to fuel outlet 24 through fuel delivery path 36 .
- Nozzle needle 38 is biased by needle spring 40 around load pin 42 to seal off fuel outlet 24 .
- Pressurized fuel 28 from reservoir 34 is routed through fuel delivery path 36 to fuel outlet 24 .
- Pressurized fuel 28 pushes nozzle needle 38 back, opening fuel outlet 24 to permit the escape of fuel 28 from fuel injector 20 .
- the flow of fuel along fuel delivery path 36 to fuel outlet 24 is controlled by control module 44 having at least one solenoid for controlling fuel delivery.
- each solenoid has an armature biased by a spring to contact a wall defining a cavity when the solenoid is not energized by a signal from electrical connector 46 .
- the armature and the wall form a passage as the armature approaches the wall.
- the passage passes fluid from between the armature and the wall into the remaining cavity to dampen armature vibrations.
- FIG. 2 a schematic diagram illustrating the operation of a fuel injector which may incorporate the present invention is shown.
- plunger 26 pressurizes fuel 28 in reservoir 34 .
- Main control valve 62 in control module 44 is normally open, allowing fuel from reservoir 34 to dump through main control valve 62 into low pressure circuit 64 .
- Control module 44 also includes normally closed needle control valve 66 .
- Load pin 42 includes piston 68 in chamber 70 . Chamber 70 fills from fuel delivery path 36 and empties through needle control valve 66 into low pressure circuit 64 .
- needle control valve 66 is not energized, pressurized fuel 28 within chamber 70 prevents nozzle needle 38 from opening fuel outlet 24 .
- main control valve 62 and needle control valve 66 the shape of a fuel pulse exiting fuel outlet 24 may be controlled.
- FIGS. 3, 4, 6 - 8 and 11 illustrate various embodiments of the present invention with cross-sectional views of control modules, some having both a main control valve and a needle control valve.
- Various techniques for dampening vibrations may be applied to either or both of the main control valve and the needle control valve.
- these techniques may be applied to either or both of the solenoid activated stroke or the solenoid deactivated stroke.
- the present invention applies to a wide variety of valves for controlling the flow of fuel within a fuel injector.
- Control module 44 includes normally open main control valve 62 and normally closed needle control valve 66 .
- the operation of both valves 62 , 66 is similar.
- Each valve 62 , 66 is implemented as an electromagnetic solenoid with an armature that moves to open or close a fuel flow port.
- the present invention applies to valves or ports driven by any means.
- Main control valve 62 is defined within control module housing 80 .
- Stator block 82 is fixed within control module housing 80 .
- Stator block 82 includes stator coil 84 which, when carrying sufficient current, activates main control valve 62 .
- Main control valve 62 also includes an armature, shown generally by 86 . Armature 86 is biased away from stator coil 84 by spring 88 pushing against flange 90 . Thus, when main control valve 62 is deactivated, flange 90 is pushed by spring 88 towards contact wall 92 of control module housing 80 .
- contact wall 92 of housing 80 is formed by an interior portion of injector body 22 .
- Flange 90 is constructed of a magnetically attractable material such that, when stator coil 84 is energized, flange 90 is pulled against the force of spring 88 onto stator block 82 .
- Shaft 94 is attached to flange 90 .
- Shaft 94 passes through chamber 96 which is connected to high pressure fuel delivery path 36 via a port not shown.
- main control valve 62 When main control valve 62 is energized, shaft 94 is hard against seat 98 , sealing chamber 96 from fuel outlet 100 .
- spring 88 pulls shaft 94 away from seat 98 allowing fuel to pass from chamber 96 out through fuel outlet 100 to low pressure circuit 64 .
- Control module housing 80 defines cavity 102 through which passes flange 90 of armature 86 . Cavity 102 is filled with fluid 104 . Fluid 104 in cavity 102 in the embodiment shown is low pressure fuel. However, fluid 104 may be any fluid capable of dampening vibrations. Port 106 allows fluid 104 to escape cavity 102 .
- main control valve 62 Prior to the present invention, de-energizing main control valve 62 caused spring 88 to force compression side 108 of flange 90 against contact wall 92 . Flange 90 would bounce off contact wall 92 creating ringing and other vibrations.
- One problem with such ringing is a rapid opening and closing of chamber 96 to fuel outlet 100 , decreasing the ability for main control valve 62 to precisely control the flow of fuel 28 .
- vibrations decrease the effective life of fuel injector 20 .
- the present invention utilizes fluid 104 exiting through a passage formed as armature 86 moves towards contact wall 92 to dampen vibrations in armature 86 .
- dampener sleeve 110 extends from flange 90 towards contact wall 92 .
- Stop 112 also extends from armature 86 . Stop 112 extends farther towards contact wall 92 than dampener sleeve 110 such that, when stop 112 contacts contact wall 92 , fluid passage 114 is formed between dampener sleeve 110 and contact wall 92 .
- stop 112 may also extend from contact wall 92 towards contact flange 90 or shaft 94 .
- Dampener sleeve 110 may be formed from any suitable material such as, for example, steel. Dampener sleeve 110 may be press fit over flange 90 , may be spot welded to flange 90 , or may be attached by any other suitable means. Dampener sleeve 110 may also be formed as part of flange 90 . Stop 112 is also preferably steel and may be formed as part of shaft 94 , may be attached to shaft 94 , may be attached to flange 90 , may be formed as part of flange 90 , or the like. A typical throw for armature 86 is about 180 microns with resulting gap distance for fluid passage 114 between dampener sleeve 110 and contact wall 92 of about 20 microns.
- Control module housing 80 also contains normally closed needle control valve 66 .
- Stator block 120 is fixed within control module housing 80 .
- Stator block 120 includes stator coil 122 for carrying electrical current.
- a needle control valve armature shown generally by 124 , is biased away from stator coil 122 by spring 126 .
- Armature 124 includes flange 128 made of a magnetically attractable material. When stator coil 122 carries sufficient current, flange 128 is pulled back against stator block 120 , compressing spring 126 . When stator coil 122 is de-energized, spring 126 forces flange 128 towards contact wall 130 .
- Shaft 132 is fixed to flange 128 .
- Shaft 132 passes through chamber 134 and contacts seat 136 to seal fuel inlet 138 from fuel outlet 140 .
- Energizing stator coil 122 pulls shaft 132 away from seat 136 allowing pressurized fuel 28 to flow through fuel inlet 138 into chamber 134 through fuel outlet 140 and into low pressure circuit 64 .
- Control module housing 44 defines cavity 142 through which moves flange 128 .
- Cavity 142 contains fluid 104 which may be, for example, low pressure fuel.
- Flange 128 has compression side 144 facing contact wall 130 .
- Dampener sleeve 146 extends from compression side 144 towards contact wall 130 a distance such that fluid passage 114 between dampener sleeve 146 and contact wall 130 remains open when shaft 132 is against seat 136 .
- Fluid 104 is forced through fluid passage 114 formed as flange 128 moves towards contact wall 130 .
- Fluid 104 serves to dampen vibrations of armature 124 when needle control valve port 66 is de-activated.
- Dampener sleeve 160 extends from flange 90 towards contact wall 92 .
- spring 88 forces flange 90 towards contact wall 92 until dampener sleeve 160 strikes contact wall 92 .
- Dampener sleeve 160 contains one or more notch 162 or similar opening. As dampener sleeve 160 approaches contact wall 92 , notch 162 forms fluid passage 114 through which fluid 104 passes. Fluid 104 , including fluid 104 escaping through fluid passage 114 , dampens vibrations of armature 86 .
- Dampener sleeve 160 is shown having two notches 162 .
- the number and size of notches 162 will depend on a variety of factors including the characteristics of fluid 104 , the amount of dampening required for armature 86 , the design of armature 86 , the force applied to flange 90 by spring 88 , and the like.
- Dampener sleeve 160 may be constructed of a variety of engineering materials such as, for example, steel. Dampener sleeve 160 may be press fit onto flange 90 , may be spot welded, may be formed as part of flange 90 , and the like.
- Dampener sleeve 170 similar in construction to dampener sleeve 160 , extends from flange 90 towards contact wall 92 .
- dampener sleeve 170 may or may not include notches 162 .
- Channel 172 is formed in contact wall 92 in a portion of contact wall 92 where dampener sleeve 170 contacts contact wall 92 .
- spring 88 forces flange 90 towards contact wall 92
- channel 172 forms fluid passage 114 through which fluid 104 passes. Fluid 104 around flange 90 provides dampening of vibrations such as those caused when dampener sleeve 170 strikes contact wall 92 .
- Control module 44 includes dampener shim 180 extending from contact wall 92 .
- Fluid passage 114 is formed between dampener shim 180 and compression side 108 of flange 90 as flange 90 moves towards contact wall 92 .
- compression side 108 is circular.
- Dampener shim 180 defines a circular opening with a radius smaller than the radius of compression side 108 .
- Stop 112 extends from shaft 94 towards contact wall 92 . When stator coil 84 is de-energized, spring 88 forces armature 86 towards contact wall 92 . Stop 112 approaches contact wall 92 leaving fluid passage 114 open between flange 90 and dampener shim 180 .
- Dampener shim 182 in needle control valve 66 defines fluid passage 114 between flange 128 and dampener shim 182 .
- the height of dampener shim 182 is adjusted such that passage 114 remains open when shaft 132 is against seat 136 .
- Dampener sleeve 190 extends from contact wall 92 towards flange 90 .
- Fluid passage 114 is formed between shoulder 192 on flange 90 and dampener sleeve 190 .
- Dampener sleeve 190 and flange 90 are designed such that stop 112 on shaft 94 contacts contact surface 92 leaving fluid passage 114 opened.
- Dampener sleeve 194 extends from contact wall 130 .
- Fluid passage 114 is formed between shoulder 196 on flange 128 and dampener sleeve 194 as flange 128 moves towards contact wall 130 . Fluid passage 114 remains open when shaft 132 is seated on seat 136 .
- FIG. 9 a plot of graphs illustrating control valve bouncing is shown. These graphs illustrate operation of fuel injector 20 , such as described with regards to FIGS. 1 and 2, prior to the present invention.
- Plot 210 shows current applied to stator coil 84 of main control valve 62 .
- plot 212 shows stator current applied to coil 122 of needle control valve 66 .
- Plot 214 shows the movement of armature 86 in main control valve 62 to close main control valve 62 .
- Plot 216 shows the motion of armature 124 in needle control valve 66 to open needle control valve 66 . Closing main control valve 62 and opening needle control valve 66 allows nozzle needle 38 to move so that fuel 28 escapes from fuel outlet 24 in fuel injector 20 .
- the motion of nozzle needle 38 is shown in plot 218 .
- FIG. 10 a plot of graphs illustrating vibration reduction according to an embodiment of the present invention are shown. These graphs illustrate fuel injector 20 implementing dampening as described with regards to FIGS. 1 - 3 .
- Plot 240 illustrates stator current for main control valve 62 and plot 242 illustrates stator current for needle control valve 66 substantially the same as the control currents 210 and 212 , respectively, in FIG. 9.
- the movement of armature 86 in main control valve 62 shown by plot 244 , exhibits greatly reduced ringing.
- the motion of armature 124 in needle control valve 66 illustrated by plot 246 , shows no ringing whatsoever.
- valves 62 , 66 results in less delay, indicated by time 252 , between control signal 242 to close nozzle needle 38 and the time which nozzle needle 38 actually closes.
- greatly reduced ringing and vibration decreases the wear on elements within fuel injector 20 .
- a control module shown generally by 260 , includes stator block 262 fixed within control module housing 264 .
- Stator block 262 includes stator coil 266 for carrying electrical current.
- Armature 268 is biased away from stator coil 266 by spring 270 .
- Spring 270 rests against steel shim 271 .
- Shim 271 is fixed in housing 264 by steel plug 272 .
- Shim 271 sets the force applied by spring 270 .
- Armature 268 is connected to control valve 274 , which affects the flow of fuel by changing the area of a fuel port, not shown. Armature 268 moves through fluid 276 in cavity 278 formed by housing 264 , first wall 280 on stator block 262 , and second wall 282 of housing 264 opposite stator block 262 .
- Armature 268 is made of a magnetically attractable material.
- stator coil 266 carries sufficient current, armature 268 is pulled toward stator block 262 , compressing spring 270 , moving first compression side 284 of armature 268 towards first wall 280 .
- stator coil 266 is de-energized, spring 270 forces armature 268 away from stator block 262 , moving second compression side 286 of armature 268 towards second wall 282 .
- Stator block 262 is formed with indented ring 290 on first wall 280 near housing 264 .
- Armature 268 includes extended ring 292 , which fits into indented ring 290 as first compression side 284 approaches first wall 280 .
- a first passage shown generally by 294 , is formed between first compression side 284 and first wall 280 , between indented ring 290 and extended ring 292 , and between armature 268 and housing 264 as first compression side 284 approaches first wall 280 .
- First passage 294 permits some fluid 276 to escape while compressing some fluid 276 . This action dampens vibrations caused when first compression side 284 approaches first wall 280 .
- a mechanical stop outside the view of FIG. 11, prevents armature 268 from contacting stator block 262 .
- Armature 268 includes extended ring 296 on second compression side 286 .
- extended ring 296 forms a second passage, shown generally by 298 , between second compression side 286 and second wall 282 .
- a mechanical stop, provided by control valve 274 by a portion of second compression side 286 extending beyond extended ring 296 , or the like, prevents extended ring 296 from striking second wall 282 .
- Fluid 276 caught between compression side 286 and second wall 282 and escaping through second passage 298 , dampens contact vibrations from armature 268 .
Abstract
Fluid in a chamber, through which a fuel control armature is moving, is used to dampen armature vibrations. This dampening effect is achieved by forming a passage through which the fluid flows as the actuator moves to a steady state position. This passage may be implemented in a control module for controlling fuel delivery in a fuel injector. The control module includes a control module housing defining the cavity. The armature is disposed at least partially within the cavity. The armature affects the flow of fuel in the injector by changing the area of a fuel port through which fuel passes. The fluid passage is formed as the armature moves towards a wall defining the cavity.
Description
- This application is a continuation-in-part of U.S. application Ser. No. 10/196,894, filed Jul. 16, 2002.
- 1. Field of the Invention
- The present invention relates to controlling the flow of fuel through an injector.
- 2. Background Art
- Fuel injectors provide controlled pulses of fuel for combustion in internal combustion engines. The flow of fuel through a fuel injector may be controlled by one or more solenoids that open ports, close ports, or otherwise affect the flow of fuel within the fuel injector through movement of a solenoid armature. Typically, each solenoid armature is biased in a first position by a mechanical spring and activated to a second position by a motive force provided by a solenoid electromagnet. When the motive force is removed, the spring returns the solenoid armature to its deactivated position. This deactivation results in ringing of the armature or other mechanical vibrations due to contact with a mechanical stop. Such vibrations interfere with or otherwise complicate the control of fuel flowing through the injector and may shorten the effective injector life.
- What is needed is to minimize ringing and other vibrations caused by deactivation of a control solenoid within a fuel injector.
- The present invention utilizes a fluid in a chamber, through which a fuel control armature is moving, to dampen armature vibrations. This dampening effect is achieved by forming a passage through which the fluid flows as the actuator moves to a steady state position.
- A control module for controlling fuel delivery in a fuel injector is provided. The control module includes a control module housing defining a cavity containing a fluid. An armature is disposed to move within the cavity. A control valve is operated by movement of the armature. The control valve affects the flow of fuel by changing the area of a fuel port through which fuel passes. A drive moves the armature towards a first wall of the cavity when the drive is activated and moves the armature towards a second wall of the cavity when the drive is deactivated. A first fluid passage is formed as the armature moves towards the first wall. A second fluid passage is formed as the armature moves towards the second wall. Armature vibration is dampened as fluid moves through the first fluid passage and the second fluid passage.
- In an embodiment of the present invention, at least one of the first fluid passage and the second fluid passage is formed by a dampener sleeve extending from the armature. A stop, which has a length in a direction of armature movement greater than a length of the dampener sleeve in the direction of armature movement, may be used to form the fluid passage. Alternatively, or in addition to the stop, the dampener sleeve may include at least one notch.
- In another embodiment of the present invention, armature vibration dampening is provided by at least one of a first channel in the first wall forming the first fluid passage and a second channel in the second wall forming the second fluid passage.
- In still another embodiment of the present invention, at least one of the first fluid passage and the second fluid passage is formed between a compression side and a dampener shim. The compression side may be circular and the dampener shim may define a circular opening having an opening radius smaller than the compression side radius. A stop may extend from the compression side a distance greater than the thickness of the dampener shim.
- In yet another embodiment of the present invention, the armature defines a shoulder at least partially around the armature. At least one of the first fluid passage and the second fluid passage is formed between a dampener sleeve and the shoulder.
- In a further embodiment of the present invention, the housing further defines a second cavity within which is at least partially disposed a second armature. The second armature forms at least one second armature fluid passage. Fluid exiting the second armature cavity through the at least one second armature fluid passage provides dampening of the second armature.
- A method of controlling a flow of fuel in a fuel injector is also provided. An armature is moved in a cavity containing fluid so as to change an opening area of a fuel port. At least one of a first fluid passage and a second fluid passage is formed by the armature movement. The first fluid passage passes fluid between the armature and a first wall defining the cavity as the armature moves towards the first wall. The second fluid passage passes fluid between the armature and a second wall defining the cavity as the armature moves towards the second wall.
- A method of injecting fuel into an engine is also provided. Fuel is compressed and supplied to an opening in an injector through a controlled path. The state of a solenoid in the injector is changed to control the flow of fuel along the path. The solenoid has an armature traveling through a cavity containing fluid. Changing the solenoid state causes the armature to approach a wall defining the cavity, forming a passage. Fluid is passed from between the armature and the wall through the passage, dampening vibrations.
- The above objects and other objects, features, and advantages of the present invention are readily apparent from the following detailed description of the best mode for carrying out the invention when taken in connection with the accompanying drawings.
- FIG. 1 is a conceptualized cut view drawing of a fuel injector which may incorporate the present invention;
- FIG. 2 is a schematic diagram illustrating the operation of a fuel injector which may incorporate the present invention;
- FIG. 3 is a cut view drawing of a control module having a dampener sleeve according to an embodiment of the present invention;
- FIG. 4 is a cut view drawing of a control module having a notched dampener sleeve according to an embodiment of the present invention;
- FIG. 5 is a perspective view drawing of a notched dampener sleeve according to an embodiment of the present invention;
- FIG. 6 is a cut view drawing of a control module defining a fluid passage channel according to an embodiment of the present invention;
- FIG. 7 is a cut view drawing of a control module with a dampener shim according to an embodiment of the present invention;
- FIG. 8 is a cut view drawing of a control module with a dampener sleeve according to an embodiment of the present invention;
- FIG. 9 is a plot of graphs illustrating control valve bouncing;
- FIG. 10 is a plot of graphs illustrating vibration reduction due to an embodiment of the present invention; and
- FIG. 11 is a cut view drawing of a control module with dampening on solenoid activation and on solenoid deactivation according to an embodiment of the present invention.
- Referring to FIG. 1, a conceptualized cut view drawing of a fuel injector which may incorporate the present invention is shown. A fuel injector, shown generally by20, includes
injector body 22 defining a fuel outlet shown generally by 24.Plunger 26 disposed withininjector body 22 pressurizesfuel 28 due to an external force applied tocam cup 30 overcoming bias force supplied byplunger spring 32.Fuel 28 inreservoir 34 is routed tofuel outlet 24 throughfuel delivery path 36. -
Nozzle needle 38 is biased byneedle spring 40 aroundload pin 42 to seal offfuel outlet 24.Pressurized fuel 28 fromreservoir 34 is routed throughfuel delivery path 36 tofuel outlet 24.Pressurized fuel 28 pushesnozzle needle 38 back, openingfuel outlet 24 to permit the escape offuel 28 fromfuel injector 20. The flow of fuel alongfuel delivery path 36 tofuel outlet 24 is controlled bycontrol module 44 having at least one solenoid for controlling fuel delivery. As will be described in greater detail below, each solenoid has an armature biased by a spring to contact a wall defining a cavity when the solenoid is not energized by a signal fromelectrical connector 46. The armature and the wall form a passage as the armature approaches the wall. The passage passes fluid from between the armature and the wall into the remaining cavity to dampen armature vibrations. - Referring now to FIG. 2, a schematic diagram illustrating the operation of a fuel injector which may incorporate the present invention is shown. As
cam 60 rotates,plunger 26 pressurizesfuel 28 inreservoir 34.Main control valve 62 incontrol module 44 is normally open, allowing fuel fromreservoir 34 to dump throughmain control valve 62 intolow pressure circuit 64.Control module 44 also includes normally closedneedle control valve 66.Load pin 42 includespiston 68 inchamber 70.Chamber 70 fills fromfuel delivery path 36 and empties throughneedle control valve 66 intolow pressure circuit 64. Whenneedle control valve 66 is not energized,pressurized fuel 28 withinchamber 70 preventsnozzle needle 38 from openingfuel outlet 24. Thus, by controllingmain control valve 62 andneedle control valve 66, the shape of a fuel pulse exitingfuel outlet 24 may be controlled. - FIGS. 3, 4,6-8 and 11 illustrate various embodiments of the present invention with cross-sectional views of control modules, some having both a main control valve and a needle control valve. Various techniques for dampening vibrations may be applied to either or both of the main control valve and the needle control valve. In addition, these techniques may be applied to either or both of the solenoid activated stroke or the solenoid deactivated stroke. Further, as will be recognized by one of ordinary skill in the art, the present invention applies to a wide variety of valves for controlling the flow of fuel within a fuel injector.
- Referring now to FIG. 3, a cut view drawing of a control module having a dampener sleeve according to an embodiment of the present invention is shown.
Control module 44 includes normally openmain control valve 62 and normally closedneedle control valve 66. The operation of bothvalves valve -
Main control valve 62 is defined withincontrol module housing 80.Stator block 82 is fixed withincontrol module housing 80.Stator block 82 includesstator coil 84 which, when carrying sufficient current, activatesmain control valve 62.Main control valve 62 also includes an armature, shown generally by 86.Armature 86 is biased away fromstator coil 84 byspring 88 pushing againstflange 90. Thus, whenmain control valve 62 is deactivated,flange 90 is pushed byspring 88 towardscontact wall 92 ofcontrol module housing 80. In the embodiment shown,contact wall 92 ofhousing 80 is formed by an interior portion ofinjector body 22. -
Flange 90 is constructed of a magnetically attractable material such that, whenstator coil 84 is energized,flange 90 is pulled against the force ofspring 88 ontostator block 82.Shaft 94 is attached toflange 90.Shaft 94 passes throughchamber 96 which is connected to high pressurefuel delivery path 36 via a port not shown. Whenmain control valve 62 is energized,shaft 94 is hard againstseat 98, sealingchamber 96 fromfuel outlet 100. Whenmain control valve 62 is not energized,spring 88 pullsshaft 94 away fromseat 98 allowing fuel to pass fromchamber 96 out throughfuel outlet 100 tolow pressure circuit 64. -
Control module housing 80 definescavity 102 through which passesflange 90 ofarmature 86.Cavity 102 is filled withfluid 104.Fluid 104 incavity 102 in the embodiment shown is low pressure fuel. However, fluid 104 may be any fluid capable of dampening vibrations.Port 106 allows fluid 104 to escapecavity 102. - Prior to the present invention, de-energizing
main control valve 62 causedspring 88 to forcecompression side 108 offlange 90 againstcontact wall 92.Flange 90 would bounce offcontact wall 92 creating ringing and other vibrations. One problem with such ringing is a rapid opening and closing ofchamber 96 tofuel outlet 100, decreasing the ability formain control valve 62 to precisely control the flow offuel 28. In addition, vibrations decrease the effective life offuel injector 20. - The present invention utilizes fluid104 exiting through a passage formed as
armature 86 moves towardscontact wall 92 to dampen vibrations inarmature 86. In the embodiment shown in FIG. 3,dampener sleeve 110 extends fromflange 90 towardscontact wall 92. Stop 112 also extends fromarmature 86. Stop 112 extends farther towardscontact wall 92 thandampener sleeve 110 such that, when stop 112contacts contact wall 92,fluid passage 114 is formed betweendampener sleeve 110 andcontact wall 92. As will be recognized by one skilled in the art, stop 112 may also extend fromcontact wall 92 towardscontact flange 90 orshaft 94. -
Dampener sleeve 110 may be formed from any suitable material such as, for example, steel.Dampener sleeve 110 may be press fit overflange 90, may be spot welded toflange 90, or may be attached by any other suitable means.Dampener sleeve 110 may also be formed as part offlange 90. Stop 112 is also preferably steel and may be formed as part ofshaft 94, may be attached toshaft 94, may be attached toflange 90, may be formed as part offlange 90, or the like. A typical throw forarmature 86 is about 180 microns with resulting gap distance forfluid passage 114 betweendampener sleeve 110 andcontact wall 92 of about 20 microns. -
Control module housing 80 also contains normally closedneedle control valve 66.Stator block 120 is fixed withincontrol module housing 80.Stator block 120 includesstator coil 122 for carrying electrical current. A needle control valve armature, shown generally by 124, is biased away fromstator coil 122 byspring 126.Armature 124 includesflange 128 made of a magnetically attractable material. Whenstator coil 122 carries sufficient current,flange 128 is pulled back againststator block 120, compressingspring 126. Whenstator coil 122 is de-energized,spring 126 forces flange 128 towardscontact wall 130.Shaft 132 is fixed toflange 128.Shaft 132 passes throughchamber 134 and contacts seat 136 to sealfuel inlet 138 fromfuel outlet 140. Energizingstator coil 122 pullsshaft 132 away fromseat 136 allowingpressurized fuel 28 to flow throughfuel inlet 138 intochamber 134 throughfuel outlet 140 and intolow pressure circuit 64. -
Control module housing 44 definescavity 142 through which movesflange 128.Cavity 142 contains fluid 104 which may be, for example, low pressure fuel.Flange 128 hascompression side 144 facingcontact wall 130.Dampener sleeve 146 extends fromcompression side 144 towards contact wall 130 a distance such thatfluid passage 114 betweendampener sleeve 146 andcontact wall 130 remains open whenshaft 132 is againstseat 136.Fluid 104 is forced throughfluid passage 114 formed asflange 128 moves towardscontact wall 130.Fluid 104 serves to dampen vibrations ofarmature 124 when needlecontrol valve port 66 is de-activated. - Referring now to FIG. 4, a cut view drawing of a control module having a notched dampener sleeve according to an embodiment of the present invention is shown.
Dampener sleeve 160 extends fromflange 90 towardscontact wall 92. Whenstator coil 84 is de-energized,spring 88 forces flange 90 towardscontact wall 92 untildampener sleeve 160strikes contact wall 92.Dampener sleeve 160 contains one ormore notch 162 or similar opening. Asdampener sleeve 160 approachescontact wall 92, notch 162 formsfluid passage 114 through which fluid 104 passes.Fluid 104, includingfluid 104 escaping throughfluid passage 114, dampens vibrations ofarmature 86. - Referring now to FIG. 5, a perspective view drawing of a notched dampener sleeve according to an embodiment of the present invention is shown.
Dampener sleeve 160 is shown having twonotches 162. As will be recognized by one of ordinary skill in the art, the number and size ofnotches 162 will depend on a variety of factors including the characteristics offluid 104, the amount of dampening required forarmature 86, the design ofarmature 86, the force applied to flange 90 byspring 88, and the like.Dampener sleeve 160 may be constructed of a variety of engineering materials such as, for example, steel.Dampener sleeve 160 may be press fit ontoflange 90, may be spot welded, may be formed as part offlange 90, and the like. - Referring now to FIG. 6, a cut view drawing of a control module defining a fluid passage channel according to an embodiment of the present invention is shown.
Dampener sleeve 170, similar in construction todampener sleeve 160, extends fromflange 90 towardscontact wall 92. In this embodiment,dampener sleeve 170 may or may not includenotches 162.Channel 172 is formed incontact wall 92 in a portion ofcontact wall 92 wheredampener sleeve 170contacts contact wall 92. Asspring 88 forces flange 90 towardscontact wall 92,channel 172 formsfluid passage 114 through which fluid 104 passes.Fluid 104 aroundflange 90 provides dampening of vibrations such as those caused whendampener sleeve 170strikes contact wall 92. - Referring now to FIG. 7, a cut view drawing of a control module with a dampener shim according to an embodiment of the present invention as shown.
Control module 44 includesdampener shim 180 extending fromcontact wall 92.Fluid passage 114 is formed betweendampener shim 180 andcompression side 108 offlange 90 asflange 90 moves towardscontact wall 92. - In an embodiment,
compression side 108 is circular.Dampener shim 180 defines a circular opening with a radius smaller than the radius ofcompression side 108. Stop 112 extends fromshaft 94 towardscontact wall 92. Whenstator coil 84 is de-energized,spring 88 forces armature 86 towardscontact wall 92. Stop 112 approachescontact wall 92 leavingfluid passage 114 open betweenflange 90 anddampener shim 180. -
Dampener shim 182 inneedle control valve 66 definesfluid passage 114 betweenflange 128 anddampener shim 182. The height ofdampener shim 182 is adjusted such thatpassage 114 remains open whenshaft 132 is againstseat 136. - Referring now to FIG. 8, a cut view drawing of a control module with a dampener sleeve according to an embodiment of the present invention is shown.
Dampener sleeve 190 extends fromcontact wall 92 towardsflange 90.Fluid passage 114 is formed betweenshoulder 192 onflange 90 anddampener sleeve 190.Dampener sleeve 190 andflange 90 are designed such thatstop 112 onshaft 94contacts contact surface 92 leavingfluid passage 114 opened. -
Dampener sleeve 194 extends fromcontact wall 130.Fluid passage 114 is formed betweenshoulder 196 onflange 128 anddampener sleeve 194 asflange 128 moves towardscontact wall 130.Fluid passage 114 remains open whenshaft 132 is seated onseat 136. - Referring now to FIG. 9, a plot of graphs illustrating control valve bouncing is shown. These graphs illustrate operation of
fuel injector 20, such as described with regards to FIGS. 1 and 2, prior to the present invention. Plot 210 shows current applied tostator coil 84 ofmain control valve 62. Similarly,plot 212 shows stator current applied tocoil 122 ofneedle control valve 66. Plot 214 shows the movement ofarmature 86 inmain control valve 62 to closemain control valve 62. Plot 216 shows the motion ofarmature 124 inneedle control valve 66 to openneedle control valve 66. Closingmain control valve 62 and openingneedle control valve 66 allowsnozzle needle 38 to move so thatfuel 28 escapes fromfuel outlet 24 infuel injector 20. The motion ofnozzle needle 38 is shown inplot 218. - After approximately 1.8 milliseconds, current to
stator 122 is switched off to closenozzle needle 38. Deactivating nozzleneedle control valve 66 prior to the present invention causescompression side 144 offlange 128 to bounce offcontact wall 130 causing ringing 222 inplot 216. Ringing 222 causes needlecontrol valve 66 to bounce between an opened state and a closed state, creatingextensive delay 224 betweencontrol signal 212 and the close ofnozzle needle 38 as shown inplot 218. Turning off stator current 210 tostator coil 84 causesmain control valve 62 to de-energize. Prior to the present invention,compression side 108 offlange 90 would bounce offcontact wall 92 causing ringing 226 seenplot 214. - Referring now to FIG. 10, a plot of graphs illustrating vibration reduction according to an embodiment of the present invention are shown. These graphs illustrate
fuel injector 20 implementing dampening as described with regards to FIGS. 1-3.Plot 240 illustrates stator current formain control valve 62 andplot 242 illustrates stator current forneedle control valve 66 substantially the same as thecontrol currents armature 86 inmain control valve 62, shown byplot 244, exhibits greatly reduced ringing. The motion ofarmature 124 inneedle control valve 66, illustrated byplot 246, shows no ringing whatsoever. The reduced vibrations invalves time 252, between control signal 242 to closenozzle needle 38 and the time whichnozzle needle 38 actually closes. In addition, the greatly reduced ringing and vibration decreases the wear on elements withinfuel injector 20. - Referring now to FIG. 11, a cut view drawing of a control module with dampening on solenoid activation and on solenoid deactivation according to an embodiment of the present invention is shown. A control module, shown generally by260, includes
stator block 262 fixed withincontrol module housing 264.Stator block 262 includesstator coil 266 for carrying electrical current.Armature 268 is biased away fromstator coil 266 byspring 270.Spring 270 rests againststeel shim 271.Shim 271 is fixed inhousing 264 bysteel plug 272.Shim 271 sets the force applied byspring 270. -
Armature 268 is connected to controlvalve 274, which affects the flow of fuel by changing the area of a fuel port, not shown.Armature 268 moves throughfluid 276 incavity 278 formed byhousing 264,first wall 280 onstator block 262, andsecond wall 282 ofhousing 264opposite stator block 262. -
Armature 268 is made of a magnetically attractable material. Whenstator coil 266 carries sufficient current,armature 268 is pulled towardstator block 262, compressingspring 270, movingfirst compression side 284 ofarmature 268 towardsfirst wall 280. Whenstator coil 266 is de-energized,spring 270 forces armature 268 away fromstator block 262, movingsecond compression side 286 ofarmature 268 towardssecond wall 282. -
Stator block 262 is formed withindented ring 290 onfirst wall 280 nearhousing 264.Armature 268 includes extendedring 292, which fits intoindented ring 290 asfirst compression side 284 approachesfirst wall 280. A first passage, shown generally by 294, is formed betweenfirst compression side 284 andfirst wall 280, betweenindented ring 290 andextended ring 292, and betweenarmature 268 andhousing 264 asfirst compression side 284 approachesfirst wall 280.First passage 294 permits some fluid 276 to escape while compressing somefluid 276. This action dampens vibrations caused whenfirst compression side 284 approachesfirst wall 280. In the embodiment illustrated a mechanical stop, outside the view of FIG. 11, preventsarmature 268 from contactingstator block 262. -
Armature 268 includes extendedring 296 onsecond compression side 286. Asarmature 268 is forced byspring 270 away fromstator block 262, extendedring 296 forms a second passage, shown generally by 298, betweensecond compression side 286 andsecond wall 282. A mechanical stop, provided bycontrol valve 274, by a portion ofsecond compression side 286 extending beyond extendedring 296, or the like, prevents extendedring 296 from strikingsecond wall 282.Fluid 276, caught betweencompression side 286 andsecond wall 282 and escaping throughsecond passage 298, dampens contact vibrations fromarmature 268. - While embodiments of the invention have been illustrated and described, it is not intended that these embodiments illustrate and describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention.
Claims (20)
1. A control module for controlling fuel delivery in a fuel injector comprising:
a control module housing defining a cavity containing a fluid;
an armature disposed to move within the cavity;
a control valve operated by movement of the armature, the control valve affecting the flow of fuel by changing the area of a fuel port through which fuel passes;
a drive for moving the armature, the drive operative to move the armature towards a first wall of the cavity when the drive is activated and to move the armature towards a second wall of the cavity when the drive is deactivated;
a first fluid passage formed as the armature moves towards the first wall, the first fluid passage remaining open to pass fluid; and
a second fluid passage formed as the armature moves towards the second wall, the second fluid passage remaining open to pass fluid;
wherein armature vibration is dampened as fluid moves through the first fluid passage and the second fluid passage.
2. A control module as in claim 1 wherein at least one of the first fluid passage and the second fluid passage is formed by a dampener sleeve extending from the armature.
3. A control module as in claim 2 further comprising a stop which has a length in a direction of armature movement greater than a length of the dampener sleeve in the direction of armature movement.
4. A control module as in claim 2 wherein dampener sleeve comprises at least one notch.
5. A control module as in claim 1 wherein armature vibration dampening is provided by at least one of a first channel in the first wall forming the first fluid passage and a second channel in the second wall forming the second fluid passage.
6. A control module as in claim 1 wherein at least one of the first fluid passage and the second fluid passage is formed between a compression side and a dampener shim.
7. A control module as in claim 6 wherein the compression side is circular and the dampener shim defines a circular opening having an opening radius smaller than the compression side radius.
8. A control module as in claim 7 further comprising a stop extending from the compression side a distance greater than the thickness of the dampener shim.
9. A control module as in claim 1 wherein the armature defines a shoulder at least partially around the armature, at least one of the first fluid passage and the second fluid passage formed between a dampener sleeve and the shoulder.
10. A control module as in claim 1 wherein the housing further defines a second cavity within which is at least partially disposed a second armature, the second armature forming at least one second armature fluid passage, wherein fluid exiting the second armature cavity through the at least one second armature fluid passage provides dampening of the second armature.
11. A method of controlling a flow of fuel in a fuel injector comprising:
moving an armature in a cavity containing fluid;
changing an opening area of a fuel port through the movement of the armature, thereby affecting the flow of fuel; and
forming at least one fluid passage, the at least one fluid passage comprising at least one of a first fluid passage and a second fluid passage, the first fluid passage for passing fluid between the armature and a first wall defining the cavity as the armature moves towards the first wall, and the second fluid passage for passing fluid between the armature and a second wall defining the cavity as the armature moves towards the second wall.
12. A method of controlling a flow of fuel in a fuel injector as in claim 11 wherein forming the at least one fluid passage comprises moving a dampener sleeve extending from the armature in a direction of armature motion.
13. A method of controlling a flow of fuel in a fuel injector as in claim 11 wherein forming the at least one fluid passage comprises capping a portion of a channel.
14. A method of controlling a flow of fuel in a fuel injector as in claim 11 wherein forming the at least one fluid passage comprises narrowing a gap between the armature and a dampener shim.
15. A method of controlling a flow of fuel in a fuel injector as in claim 11 wherein forming a fluid passage comprises narrowing a gap between a shoulder on the armature and a dampener sleeve fixed within the cavity.
16. A method of controlling a flow of fuel in a fuel injector as in claim 15 further comprising contacting a valve stop to prevent the gap from closing.
17. A fuel injector comprising:
an injector body defining a fuel outlet;
a fuel delivery path for delivering pressurized fuel to the fuel outlet; and
a control module connected to the fuel delivery path, the control module including at least one solenoid for controlling fuel delivery, each solenoid having an armature driven by the solenoid to approach a wall defining a cavity when the solenoid is energized, the armature and the wall forming a passage as the armature approaches the wall, the passage passing fluid to dampen vibrations caused by the armature approaching the wall.
18. A method of injecting fuel into an engine comprising:
compressing the fuel;
supplying the compressed fuel to an opening in an injector through a controlled path;
activating a solenoid in the injector to control the flow of fuel along the path, the solenoid having an armature traveling through a fluid containing cavity, the solenoid causing the armature to approach a wall defining the cavity;
forming a passage as the armature approaches the wall;
passing fluid from between the armature and the wall through the passage; and
dampening vibrations by passing the fluid.
19. A method of injecting fuel into an engine comprising:
compressing the fuel;
supplying the compressed fuel to an opening in an injector through a controlled path;
changing the state of a solenoid in the injector to control the flow of fuel along the path, the solenoid having an armature traveling through a fluid containing cavity, the solenoid state change causing the armature to approach a wall defining the cavity;
forming a passage as the armature approaches the wall;
passing fluid from between the armature and the wall through the passage; and
dampening vibrations by passing the fluid.
20. A method of injecting fuel into an engine comprising:
compressing the fuel;
supplying the compressed fuel to an opening in an injector through a controlled path;
energizing a solenoid in the injector to control the flow of fuel along the path, the solenoid having an armature traveling through a fluid containing cavity, the energized solenoid moving the armature to approach a first wall defining the cavity;
forming a first passage as the armature approaches the first wall, the first passage passing fluid from between the armature and the first wall;
de-energizing the solenoid in the injector moving the armature to approach a second wall defining the cavity; and
forming a second passage as the armature approaches the second wall, the second passage passing fluid from between the armature and the second wall.
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US10/431,803 US20040011893A1 (en) | 2002-07-16 | 2003-05-08 | Fuel injector control module with dampening |
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US10/196,894 US6702207B2 (en) | 2002-07-16 | 2002-07-16 | Fuel injector control module with unidirectional dampening |
US10/431,803 US20040011893A1 (en) | 2002-07-16 | 2003-05-08 | Fuel injector control module with dampening |
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US10/431,803 Abandoned US20040011893A1 (en) | 2002-07-16 | 2003-05-08 | Fuel injector control module with dampening |
US10/782,264 Abandoned US20040195349A1 (en) | 2002-07-16 | 2004-02-19 | Fuel injector control module with unidirectional dampening |
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US20060283984A1 (en) * | 2005-06-16 | 2006-12-21 | Olaf Enke | Dampening stop pin |
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US5651501A (en) * | 1993-12-23 | 1997-07-29 | Caterpillar Inc. | Fluid damping of a valve assembly |
US5893516A (en) * | 1996-08-06 | 1999-04-13 | Lucas Industries Plc | Injector |
US6168091B1 (en) * | 1999-08-12 | 2001-01-02 | Caterpillar Inc. | Low noise electronically actuated oil valve and fuel injector using same |
US6467391B2 (en) * | 2000-12-19 | 2002-10-22 | Caterpillar Inc | Hydraulic device with anti-stiction features |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10050238A1 (en) | 2000-10-11 | 2002-04-25 | Bosch Gmbh Robert | Control module for fluid control in injection systems has electromagnetically actuated control valves; magnetic coils are accommodated in apertures in valve body or in insert elements |
-
2002
- 2002-07-16 US US10/196,894 patent/US6702207B2/en not_active Expired - Fee Related
-
2003
- 2003-05-08 US US10/431,803 patent/US20040011893A1/en not_active Abandoned
- 2003-07-16 WO PCT/US2003/022244 patent/WO2004007084A1/en not_active Application Discontinuation
-
2004
- 2004-02-19 US US10/782,264 patent/US20040195349A1/en not_active Abandoned
Patent Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4957275A (en) * | 1987-12-12 | 1990-09-18 | Lucas Industries Public Limited Company | Control valve |
US5118076A (en) * | 1987-12-12 | 1992-06-02 | Lucas Industries Public Limited Company | Control valve |
US5033716A (en) * | 1988-10-10 | 1991-07-23 | Siemens Automotive L.P. | Electromagnetic fuel injector |
US5139224A (en) * | 1991-09-26 | 1992-08-18 | Siemens Automotive L.P. | Solenoid armature bounce eliminator |
US5375576A (en) * | 1991-10-11 | 1994-12-27 | Caterpillar Inc. | Damped actuator and valve assembly for an electronically-controlled injector |
US5651501A (en) * | 1993-12-23 | 1997-07-29 | Caterpillar Inc. | Fluid damping of a valve assembly |
US5893516A (en) * | 1996-08-06 | 1999-04-13 | Lucas Industries Plc | Injector |
US6168091B1 (en) * | 1999-08-12 | 2001-01-02 | Caterpillar Inc. | Low noise electronically actuated oil valve and fuel injector using same |
US6467391B2 (en) * | 2000-12-19 | 2002-10-22 | Caterpillar Inc | Hydraulic device with anti-stiction features |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20060185650A1 (en) * | 2005-02-24 | 2006-08-24 | Takashi Kaneko | Electromagnetic controlled fuel injection apparatus with poppet valve |
US7350539B2 (en) | 2005-02-24 | 2008-04-01 | Mitsubishi Heavy Industries, Ltd. | Electromagnetic controlled fuel injection apparatus with poppet valve |
US20060283984A1 (en) * | 2005-06-16 | 2006-12-21 | Olaf Enke | Dampening stop pin |
US7900604B2 (en) | 2005-06-16 | 2011-03-08 | Siemens Diesel Systems Technology | Dampening stop pin |
Also Published As
Publication number | Publication date |
---|---|
US6702207B2 (en) | 2004-03-09 |
US20040195349A1 (en) | 2004-10-07 |
WO2004007084A1 (en) | 2004-01-22 |
US20040011888A1 (en) | 2004-01-22 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: ROBERT BOSCH FUEL SYSTEMS CORPORATION, MICHIGAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:HEINE, FRANK;SEELBACH, KLAUS;FOOTE, TODD R.;AND OTHERS;REEL/FRAME:014063/0129;SIGNING DATES FROM 20030417 TO 20030425 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |