WO2011124043A1 - 高压共轨电控喷油器 - Google Patents

高压共轨电控喷油器 Download PDF

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Publication number
WO2011124043A1
WO2011124043A1 PCT/CN2010/075119 CN2010075119W WO2011124043A1 WO 2011124043 A1 WO2011124043 A1 WO 2011124043A1 CN 2010075119 W CN2010075119 W CN 2010075119W WO 2011124043 A1 WO2011124043 A1 WO 2011124043A1
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WO
WIPO (PCT)
Prior art keywords
oil
plunger
needle
oil needle
common rail
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Application number
PCT/CN2010/075119
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English (en)
French (fr)
Inventor
奥古斯丁·乌尔里克
李春燕
Original Assignee
北京亚新科天纬油泵油嘴股份有限公司
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Application filed by 北京亚新科天纬油泵油嘴股份有限公司 filed Critical 北京亚新科天纬油泵油嘴股份有限公司
Publication of WO2011124043A1 publication Critical patent/WO2011124043A1/zh

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/10—Other injectors with elongated valve bodies, i.e. of needle-valve type
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift

Definitions

  • the present invention relates to a high pressure common rail diesel fuel injection system, and more particularly to a high pressure common rail electronically controlled fuel injector. Background technique
  • the high pressure common rail fuel injection system is the main development direction of today's diesel fuel injection system.
  • the high pressure common rail electronically controlled injector is the core component of the high pressure common rail fuel injection system, which determines the spray characteristics of the high pressure common rail fuel injection system. Several key parameters such as response speed, fuel injection rate, and reliability.
  • the existing high pressure common rail electronically controlled fuel injector has the structure shown in FIG. 1.
  • the high pressure oil inlet end 2 of the injector body 1 is connected to the common rail tube through the oil pipe, and the high pressure fuel oil passes through the slit type filter element 3 from the high pressure oil inlet end. 2 through the oil hole 4 to the volume chamber 5, the volume chamber 5 is a cavity formed between the control plunger 17 and the needle body sealing seat surface 28, the force of the oil needle spring 13 closes the oil needle 18 in the needle valve body On the sealing seat surface 28, the fuel passage leading to the injection hole 29 is cut, and the volume chamber 5 passes through the fuel passage 40 disposed between the injector body 1 and the control valve sleeve 16 and the oil inlet provided on the control valve sleeve 16.
  • the aperture 48 is in communication with the control chamber 55.
  • the control chamber 55 communicates with the transition chamber 59 of the control valve 60 through the oil discharge orifice 56.
  • the transition chamber 59 is connected to the oil return pipe of the injector, and the oil discharge orifice 56 is closed by the ball valve 9 mounted on the seat surface 8.
  • the solenoid valve spring 14 mounts the ball valve 9 on the seat surface 8 via the armature 1 1 .
  • the volume chamber 5 and the control chamber 55 are in communication with the rail pressure.
  • the oil needle spring 13 is mounted on the needle body sealing seat surface 28 by the preloading force and the hydraulic pressure, and the liquid pressure is formed by the oil needle sealing line.
  • the area is proportional to the rail pressure, and the hydraulic pressure at both ends of the control plunger 17 is balanced by force.
  • the solenoid valve coil 57 When fuel is injected, the solenoid valve coil 57 is loaded with a drive current of about 20 A through the terminal 58.
  • the current excitation generates an electromagnetic field between the inner magnetic pole 62 of the solenoid valve, the armature 11 and the outer magnetic pole 61 of the solenoid valve, and the armature 11 and the outer magnetic pole 61
  • the gap between the inner magnetic poles 62 and the inner magnetic poles 62 is about 0. lmm
  • the electromagnetic field generates an electromagnetic force
  • the attraction armature 1 1 moves against the spring force of the electromagnetic valve spring 14 toward the magnetic pole.
  • the oil passage opening 56 opens to the oil passage of the transition chamber 59, and the fuel in the control chamber 55 is discharged, and the fuel enters the control chamber 55 through the oil inlet hole 48. If the oil inlet orifice 48 and the oil outlet orifice 56 have the same diameter, the pressure in the chamber after the control chamber 55 enters and exits the oil to a steady state is about 50% of the rail pressure, the pressure in the control chamber 55 is lowered, the pressure at both ends of the control plunger 17 is no longer balanced, and the pulling force F is generated on the oil needle 18, when the pulling force F is greater than the preload force of the oil needle spring 13 and the needle body seal After the hydraulic pressure at the seat surface 28 is combined, the pulling force F lifts the oil needle 18 from the needle body sealing seat surface 28, opening the fuel passage of the volume chamber 5 to the injection hole 29 and starting to inject oil.
  • the high pressure common rail electronically controlled fuel injector has a unit comprising an elongated oil needle 18 and a control plunger 17, usually using an oil needle 18 and an integral structure for controlling the plunger 17 or a long oil needle 18 and a control plunger 17 Ying structure.
  • the control plunger 17 is guided by a sleeve structure at the upper portion of the injector body 1 and sealed by the sealing seat surface 28 of the needle valve body 6 and the oil needle 18 at the lower portion of the injector body 1, the two structures are located Different parts of the injector, the neutrality of the two structures will cause the control plunger or the oil needle to bear the lateral force of the movement, and even cause the wear of the moving parts, or cause the oil needle 18 and the seat surface 28 to close. Strictly, the nozzle hole 29 is dripping, the oil leakage or the injector loses function. Summary of the invention
  • the present invention discloses a high pressure common rail electronically controlled fuel injector, comprising: an injector body, the injector body including a high pressure oil inlet end at an upper portion thereof; a needle valve body included in the same Lower seat surface and nozzle hole; oil needle-plunger unit, when the injector is closed, the lower end of the oil needle-pump unit oil needle is seated on the seat surface to close the nozzle hole; a control valve sleeve on the plunger of the plunger unit, the control valve sleeve being fixedly disposed in the injector body, a control chamber formed between the upper end of the plunger and the lower end of the control valve sleeve, in the injector body Forming a volume chamber between a lower end of the plunger and the seat surface, wherein a plunger of the oil needle-plunger unit is hollow, the oil needle passes through a hollow plunger, in the oil A fuel passage is formed between the needle and the plunger, the fuel passage is in communication with the volume chamber,
  • the profile of the tip end of the oil needle is a protruding spherical surface and the profile of the tip end of the plunger is a right-angle stepped cylinder.
  • the profile of the tip end of the oil needle is a tapered surface that is inclined outward from the axial direction and a profile of the tip end of the plunger is a convex spherical surface.
  • the biasing means is a spring or a spring pad.
  • the fuel injector further includes a movable armature disposed above the control valve sleeve and a control valve disposed above the armature, the control valve sleeve having an oil flow communicating with the control chamber a small hole, the armature mounts a ball valve on an outlet end of the oil discharge orifice of the control valve sleeve, and when the injector performs injection, the control valve moves the armature, thereby the ball valve Disengaging from the oil discharge orifice, the oil discharge orifice is in communication with a transition chamber connected to the oil return pipe of the injector.
  • the projection of the oil needle is a snap ring that is fitted into the groove of the oil needle.
  • the projection of the oil needle and the oil needle are integral.
  • the high-pressure common rail electronically controlled fuel injector of the invention has the functions of providing flexible timing, precise controllable, multiple times, high pressure and good atomization fuel for the combustion chamber of the diesel engine, and the injection performance of the small oil quantity is good, the spraying process No pressure loss, can withstand higher working pressure.
  • the structural characteristics of the control plunger compensate for the dimensional tolerances of the parts, which can reduce the dimensional tolerance of the parts and reduce the processing cost.
  • the force-receiving characteristics of the injector reduce the wear of the needle valve and the needle body seat surface, improving the reliability of the oil needle and the needle valve body.
  • the elimination of the slender high-pressure oil passage of the injector increases the overall strength, which improves the reliability of the injector.
  • the large injector volume reduces the injection pressure loss and ensures the stability of the injection pressure during the injection process.
  • FIG. 1 is a schematic structural view of a conventional high pressure common rail electronically controlled fuel injector
  • FIG. 2 is a schematic structural view of a high pressure common rail electronically controlled fuel injector of the present invention
  • Figure 3 is a schematic view showing the first structure of the plunger-oil needle unit of the high pressure common rail electronically controlled injector of the present invention
  • FIG. 4 is a second structural schematic diagram of a plunger-oil needle unit for controlling a high pressure common rail electronically controlled fuel injector according to the present invention
  • 5 is a schematic view showing the third structure of the plunger-oil needle unit of the high-pressure common rail electronically controlled fuel injector of the present invention
  • FIG. 6 is a schematic diagram of the compensation effect of the oil needle and the control plunger of the high-pressure common rail electronically controlled fuel injector of the present invention
  • 7 is a fourth structural schematic diagram of the plunger-oil needle unit of the high pressure common rail electronically controlled fuel injector of the present invention.
  • the high pressure common rail electronically controlled fuel injector provided by the invention has the structure shown in Fig. 2.
  • the high pressure oil inlet end 2 of the injector body 1 is connected with the common rail tube through the oil pipe, and the high pressure fuel is fed by the high pressure oil through the slot type filter element 3.
  • the end 2 reaches the volume chamber 5 through the oil hole 4, and the volume chamber 5 is a cavity formed between the control plunger 17 and the oil needle sealing seat surface 28.
  • the force of the oil needle spring 13 closes the oil needle 18 at the oil needle seal.
  • the seat surface 28 cuts off the fuel passage leading to the injection hole 29, and the volume chamber 5 passes through the fuel passage 40 disposed between the control plunger 17 and the oil needle 18 and the oil inlet hole 48 provided in the control plunger 17.
  • the control chambers 55 are in communication.
  • the control chamber 55 communicates with the transition chamber 59 of the control valve 60 through the oil discharge orifice 56.
  • the transition chamber 59 is connected to the oil return pipe of the injector, and the oil discharge orifice 56 is closed by the ball valve 9 mounted on the seat surface 8.
  • the solenoid valve spring 14 mounts the ball valve 9 on the seat surface 8 via the armature 1 1 .
  • the volume chamber 5 and the control chamber 55 communicate with the rail pressure, and the oil needle spring 13 mounts the oil needle 18 on the oil needle sealing seat surface 28 by its pre-tightening force and hydraulic pressure, and the hydraulic pressure and the area of the oil needle sealing seat surface 28 In proportion to the rail pressure, the hydraulic pressure at both ends of the plunger 17 is controlled.
  • a driving current of about 20 A is applied through the solenoid valve coil 57 of the terminal 58.
  • the current excitation generates an electromagnetic field between the inner magnetic pole 62 of the electromagnetic valve 12, the armature 11 and the outer magnetic pole 61 of the solenoid valve, and the armature 11 and the outer magnetic pole 61
  • the gap between the inner magnetic poles 62 and the inner magnetic poles 62 is about 0.1 mm.
  • the electromagnetic field generates electromagnetic force, and the armature 11 is attracted to the magnetic pole direction against the spring force of the electromagnetic valve spring 14. When the armature 1 1 moves upward, the ball valve 9 leaves the seat surface 8 to be out.
  • the oil passage opening 56 opens to the oil passage of the transition chamber 59, and the fuel in the control chamber 55 is discharged, and the fuel enters the control chamber 55 through the oil inlet hole 48. If you enter The oil orifice 48 has the same diameter as the oil outlet orifice 56. After the control chamber 55 enters and exits the oil to reach a steady state, the pressure in the chamber is about 50% of the rail pressure, and the pressure in the control chamber 55 is lowered, and the pressure at both ends of the control plunger 17 is no longer controlled. Balancing and generating a pulling force F acts on the oil needle 18.
  • the pulling force F When the pulling force F is greater than the pre-tightening force of the oil needle spring 13 and the hydraulic pressure at the oil needle sealing seat surface 28, the pulling force F causes the oil needle 18 to be sealed from the oil needle sealing seat surface.
  • 28 Lift up and open the fuel passage of the volume chamber 5 to the injection hole 29 and start to inject oil.
  • Figure 3 shows a partial enlarged view of the high pressure common rail electronically controlled injector of the first configuration of the present invention, including a hollow control plunger 17 and an oil needle 18 extending inside the control plunger, the control plunger 17 and A fuel passage 40 is formed between the oil needles 18 in a vertical axial direction, and an oil inlet orifice 48 is disposed in an upper portion of the control plunger 17, and the volume chamber communicates with the control chamber 55 through the fuel passage 40 and the oil inlet orifice 48.
  • the top end of the control plunger 17 is provided with a tapered surface 41 which is inclined outward from the axial direction.
  • the top end of the oil needle 18 is provided with a hemispherical connector 46, the connector 46 at the top end of the oil needle 18 and the top end of the control plunger.
  • the profile 41 is meshed to form a seal between the fuel passage 40 and the control chamber 55.
  • the cylindrical section 47 of the oil needle 18 provided on the top surface is a limit structure in the height direction when the oil needle 18 is lifted up.
  • Figure 4 is a partial enlarged view of the high pressure common rail electronically controlled fuel injector of the second structure of the present invention, including a hollow control plunger 17 and an oil needle 18 extending inside the control plunger, the control plunger 17 and A fuel passage 40 is formed between the oil needles 18 in a vertical axial direction, and an oil inlet orifice 48 is disposed in an upper portion of the control plunger 17, and the volume chamber communicates with the control chamber 55 through the fuel passage 40 and the oil inlet orifice 48.
  • the top end of the control plunger 17 is provided with a spherical profile 41, and the tip end of the oil needle 18 is provided with a tapered connector 46, and the connector 46 at the top end of the oil needle 18 is meshed with the profile 41 for controlling the tip end of the plunger, thereby forming A seal between the fuel passage 40 and the control chamber 55.
  • the cylindrical section 47 of the oil needle 18 provided on the top surface is a limit structure in the height direction when the oil needle 18 is lifted up.
  • Figure 5 is a partial enlarged view of the high pressure common rail electronically controlled fuel injector of the third structure of the present invention, including a hollow control plunger 17 and an oil needle 18 extending inside the control plunger, the control plunger 17 and A fuel passage 40 is formed between the oil needles 18 in a vertical axial direction, and an oil inlet orifice 48 is disposed in an upper portion of the control plunger 17, and the volume chamber communicates with the control chamber 55 through the fuel passage 40 and the oil inlet orifice 48.
  • the top end of the control plunger 17 is provided with a right-angle stepped cylindrical profile 41, and the top end of the oil needle 18 is provided with a hemispherical connector 46, and the connector 46 at the top end of the oil needle 18 is meshed with the profile 41 for controlling the tip end of the plunger.
  • a seal is formed between the fuel passage 40 and the control chamber 55.
  • the cylindrical section 47 provided on the top surface of the oil needle 18 is a limit structure in the height direction when the oil needle 18 is lifted up.
  • An oil needle groove 45 is provided in the exposed portion of the oil needle 18 passing through the lower portion of the control plunger 17, and a snap ring 44 is fitted in the oil needle groove 45 to sandwich between the control plunger 17 and the snap ring 44.
  • a spring 43 is provided which provides a pressing force to the control plunger 17 and the oil needle 18 to ensure a compression seal between the connector 46 at the top end of the oil needle 18 and the profile 41 of the control plunger tip.
  • control plunger-oil needle unit of the high pressure common rail electronically controlled fuel injector needle of the present invention Due to the structural arrangement of the control plunger-oil needle unit of the high pressure common rail electronically controlled fuel injector needle of the present invention, as shown in FIG. 6, when the oil needle 18 and the control plunger 17 are severely offset, the plunger-oil is controlled.
  • the compensation effect produced by the needle unit controls the maximum yaw angle between the plunger 17 and the oil needle 18 to be ⁇ , and the sealing connection of the hemispherical connector 46 of the oil needle to the profile 41 can be sealed at any position.
  • Control Plunger - The oil needle unit is calibrated during assembly and then no longer changes.
  • FIG. 7 another connection method for controlling the plunger-oil needle unit is disclosed.
  • the spring pad 49 is used instead of the spring 43 in Fig. 3, and the same pressing function is realized, and the control plunger-oil is also alleviated.
  • the quality of the needle unit is also alleviated.
  • the high-pressure common rail electronically controlled fuel injector of the invention weakens the guiding of the needle valve to the oil needle in the traditional sense, and the control plunger is the main guiding structure in the overall structure, avoiding the motion friction generated by the mutual interference of the multiple parts. , effectively reducing the possibility of motion stagnation, reducing the probability of failure and the cost of parts processing.
  • the hydraulic pressure at the two ends of the plunger is controlled or balanced or the hydraulic pulling force is generated.
  • the oil needle sealing seat surface is not subjected to the hydraulic pressure from the control plunger, which greatly reduces the force on the oil needle sealing seat surface and improves the needle. Reliability of valve body and oil needle.
  • the coupler and the control nozzle composed of the control plunger and the control valve are in a hydraulic equilibrium state at both ends, and the leakage of the even component gap due to the imbalance of hydraulic force can be largely avoided in the structure, and the injector leakage can be effectively reduced. , reduce the driving power of the fuel injection pump, reduce the temperature rise caused by leakage, and improve fuel efficiency.
  • the high-pressure common rail electronically controlled fuel injector of the invention has the functions of providing flexible timing, precise controllable, multiple times, high pressure and good atomization fuel for the combustion chamber of the diesel engine, and the injection performance of the small oil quantity is good, the spraying process No pressure loss, can withstand higher working pressure.
  • the structural characteristics of the control plunger compensate the dimensional tolerance of the part, which can reduce the tolerance accuracy of the part size and thus reduce the processing into Ben.
  • the force-receiving characteristics of the injector reduce the wear of the oil needle and the needle body sealing seat surface, and improve the reliability of the oil needle and the needle valve body.
  • the elimination of the slender high-pressure oil passage of the injector increases the overall strength, which improves the reliability of the injector.
  • the large injector volume reduces the injection pressure loss and ensures the stability of the injection pressure during the injection process.

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

Description

高压共轨电控喷油器
技术领域
本发明涉及一种高压共轨柴油燃油喷射系统， 特别涉及一种高压共轨电 控喷油器。 背景技术
当今， 汽车行业对排放性、 经济性、 可靠性的要求越来越高， 为了提高 柴油机性能， 燃油喷射的高压化、 精细化、 灵巧化是燃油喷射系统的必然发 展方向。高压共轨燃油喷射系统是当今柴油机燃油喷射系统的主要发展方向， 而高压共轨电控喷油器是高压共轨燃油喷射系统的核心关键部件， 决定了高 压共轨燃油喷射系统的喷雾特性、 响应速度、 喷油速率、 可靠性等多项关键 参数。
现有的高压共轨电控喷油器， 有如图 1所示的结构， 喷油器体 1的高压 进油端 2通过油管与共轨管连接， 高压燃油通过缝隙式滤芯 3由高压进油端 2通过油孔 4到达容积腔 5，容积腔 5是在控制柱塞 17与针阀体密封座面 28 之间形成的空腔，油针弹簧 13的作用力将油针 18关闭在针阀体密封座面 28 上，切断了通向喷孔 29的燃油通道，容积腔 5通过设置在喷油器体 1和控制 阀套 16之间的燃油通道 40和设置在控制阀套 16上的进油小孔 48与控制腔 55相通。控制腔 55通过出油小孔 56与控制阀 60的过渡腔 59相通， 过渡腔 59与喷油器的回油管相接， 出油小孔 56被顶装在座面 8上的球阀 9关闭。 电磁阀弹簧 14通过衔铁 1 1将球阀 9顶装在座面 8上。容积腔 5及控制腔 55 与轨压相通， 油针弹簧 13通过其预紧力和液压力将油针 18顶装在针阀体密 封座面 28 上， 液压力与油针密封交线形成的面积和轨压成正比， 控制柱塞 17两端的液压力受力平衡。
喷油时， 通过接线端子 58给电磁阀线圈 57加载约 20A的驱动电流， 电 流激励在电磁阀的内磁极 62、衔铁 11和电磁阀的外磁极 61之间产生电磁场， 衔铁 11与外磁极 61及内磁极 62之间的间隙约为 0. lmm,电磁场产生电磁力， 吸引衔铁 1 1克服电磁阀弹簧 14的弹簧力向磁极方向运动，衔铁 11向上运动 时， 球阀 9离开座面 8将出油小孔 56通向过渡腔 59的油路打开， 控制腔 55 内的燃油泻出， 同时燃油通过进油小孔 48进入控制腔 55。 如果进油小孔 48 与出油小孔 56的直径相同， 控制腔 55进出油达到稳定状态后腔内压力约为 轨压的 50%, 控制腔 55内压力降低， 控制柱塞 17两端的压力不再平衡并产 生拉力 F作用在油针 18上， 当拉力 F大于油针弹簧 13预紧力与针阀体密封 座面 28处的液压力合力后， 拉力 F使油针 18从针阀体密封座面 28上抬起， 将容积腔 5通往喷孔 29处的燃油通道打开并开始喷油。停止喷油时，切断电 磁阀 12的电流， 电磁力迅速下降， 电磁阀弹簧 14迫使衔铁 11向下运动， 球 阀 9将出油小孔 56关闭，由进油小孔 48进入的燃油使控制腔 55内的油压上 升， 控制柱塞 17两端再次达到液力平衡， 油针弹簧 13 的作用力将油针 18 顶装在针阀体密封座面 28并切断通向喷孔 29的燃油通道， 喷油结束。
高压共轨电控喷油器具有包含细长的油针 18和控制柱塞 17的单元， 通 常采用油针 18和控制柱塞 17的整体式结构或长油针 18与控制柱塞 17的过 盈式结构。控制柱塞 17在喷油器体 1的上部由一个套结构对其进行导向且在 喷油器体 1的下部由针阀体 6的密封座面 28与油针 18实现密封， 两处结构 位于喷油器不同的部位， 两处结构对中性问题将导致控制柱塞或油针承受侧 向力出现运动卡滞， 甚至会造成运动件的磨损， 或造成油针 18与座面 28关 闭不严， 喷孔 29出现滴油， 漏油或喷油器失去功能。 发明内容
本发明的目的是公开一种高压共轨电控喷油器， 以解决现有技术中上述 技术缺陷。
为了实现以上目的， 本发明公开了一种高压共轨电控喷油器， 包括： 喷 油器体， 所述喷油器体包括在其上部的高压进油端； 针阀体， 包括在其下端 的座面和喷孔； 油针 -柱塞单元， 当喷油器闭合时， 油针 -柱塞单元的油针的 下端坐落在所述座面上， 以关闭喷孔； 套装在油针 -柱塞单元的柱塞上的控制 阀套， 所述控制阀套固定地设置在喷油器体内， 所述柱塞的上端与控制阀套 的下端之间形成控制腔， 在喷油器体内在所述柱塞的下端和所述座面之间形 成容积腔， 其中， 所述油针-柱塞单元的柱塞是中空的， 所述油针穿过中空的 柱塞， 在所述油针和所述柱塞之间形成燃油通道， 所述燃油通道与所述容积 腔连通， 所述油针和所述柱塞在顶端通过各自的型面啮合连接， 所述柱塞在 其顶端型面的下方设置有进油小孔， 所述进油小孔连通所述燃油通道和所述 控制腔； 偏压装置， 该偏压装置的一端与所述柱塞的下端接合和另一端抵靠 在位于所述柱塞下方的所述油针的凸出部上。 优选的是， 所述油针的顶端的型面是突出的球面和所述柱塞的顶端的型 面是自轴向向外倾斜的锥面。
优选的是， 所述油针的顶端的型面是突出的球面和所述柱塞的顶端的型 面是直角台阶型柱面。
优选的是， 所述油针的顶端的型面是自轴向向外倾斜的锥面和所述柱塞 的顶端的型面是突出的球面。
优选的是， 所述偏压装置为弹簧或弹簧垫。
优选的是， 所述喷油器还包括设置在所述控制阀套上方的可移动的衔铁 以及设置在所述衔铁上方的控制阀， 所述控制阀套具有与所述控制腔连通的 出油小孔， 所述衔铁将一球阀顶装在所述控制阀套的所述出油小孔的出口端， 当喷油器进行喷射时， 所述控制阀使所述衔铁移动， 从而所述球阀与所述出 油小孔脱离， 于是所述出油小孔与一过渡腔相连通， 所述过渡腔与喷油器的 回油管相连。
优选的是， 所述油针的凸出部是嵌装在所述油针的凹槽中的卡环。
优选的是， 所述油针的凸出部和所述油针是一体的。
本发明的高压共轨电控喷油器，具有为柴油发动机燃烧室提供灵活定时、 精确可控、 多次、 高压力、 雾化良好燃油的功能， 且小油量喷射稳定性良好， 喷射过程中无压力损失， 能承受更高的工作压力。 控制柱塞的结构特点对零 件的尺寸公差具有补偿作用， 可以降低零件尺寸公差精度， 进而降低加工成 本。 喷油器受力特点降低了针阀及针阀体座面磨损， 提高了油针及针阀体可 靠性。 喷油器取消细长高压油道增加了整体强度， 使得喷油器可靠性得到提 高， 同时大的喷油器容积腔减少了喷射压力损失， 保证了喷射过程喷射压力 的稳定性。 附图说明
图 1是现有的高压共轨电控喷油器的结构示意图；
图 2是本发明的高压共轨电控喷油器的结构示意图；
图 3 是本发明高压共轨电控喷油器控制柱塞 -油针单元的第一结构示意 图；
图 4是本发明高压共轨电控喷油器控制柱塞-油针单元的第二结构示意图 图 5是本发明高压共轨电控喷油器控制柱塞-油针单元的第三结构示意图 图 6是本发明高压共轨电控喷油器油针与控制柱塞的补偿效果示意图； 图 7 是本发明高压共轨电控喷油器控制柱塞 -油针单元的第四结构示意 图。
结合附图在其上标记以下附图标记：
1-喷油器体， 2-高压进油端， 3-缝隙式滤芯， 4-油孔， 5-容积腔， 6-针 阀体， 8-座面， 9-球阀， 11-衔铁， 12-电磁阀， 13-油针弹簧， 14-电磁阀弹 簧， 16-控制阀套 ， 17-控制柱塞， 18-油针， 28-油针密封座面， 29-喷孔， 40-燃油通道， 41-型面， 43-弹簧， 44-卡环， 45_油针凹槽， 46_连接头， 47_ 圆柱段， 48-进油小孔， 49-弹簧垫， 55-控制腔， 56-出油小孔， 57-电磁阀线 圈， 58-接线端子， 59-过渡腔， 60-控制阀， 61-外磁极， 62-内磁极。 具体实施方式
下面结合附图， 对本发明的具体实施方式进行详细描述。
本发明提出的高压共轨电控喷油器具有如图 2所示的结构， 一个喷油器 体 1的高压进油端 2通过油管与共轨管连接， 高压燃油通过缝隙式滤芯 3由 高压进油端 2通过油孔 4到达容积腔 5，容积腔 5是在控制柱塞 17与油针密 封座面 28之间形成的空腔，油针弹簧 13的作用力将油针 18关闭在油针密封 座面 28， 切断了通向喷孔 29的燃油通道， 容积腔 5通过设置在控制柱塞 17 和油针 18之间的燃油通道 40和设置在控制柱塞 17上的进油小孔 48与控制 腔 55相通。控制腔 55通过出油小孔 56与控制阀 60的过渡腔 59相通，过渡 腔 59与喷油器的回油管相接，出油小孔 56被顶装在座面 8上的球阀 9关闭。 电磁阀弹簧 14通过衔铁 1 1将球阀 9顶装在座面 8上。容积腔 5及控制腔 55 与轨压相通， 油针弹簧 13通过其预紧力和液压力将油针 18顶装在油针密封 座面 28上， 液压力与油针密封座面 28 的面积和轨压成正比， 控制柱塞 17 两端的液压力平衡。
喷油时， 通过接线端子 58电磁阀线圈 57加载约 20A的驱动电流， 电流 激励在电磁阀 12的内磁极 62、 衔铁 11和电磁阀的外磁极 61之间产生电磁 场， 衔铁 11与外磁极 61及内磁极 62之间的间隙约为 0. 1mm, 电磁场产生电 磁力， 吸引衔铁 11 克服电磁阀弹簧 14的弹簧力向磁极方向运动， 衔铁 1 1 向上运动时， 球阀 9离开座面 8将出油小孔 56通向过渡腔 59的油路打开， 控制腔 55内的燃油泻出， 同时燃油通过进油小孔 48进入控制腔 55。如果进 油小孔 48与出油小孔 56的直径相同，控制腔 55进出油达到稳定状态后腔内 压力约为轨压的 50%, 控制腔 55内压力降低， 控制柱塞 17两端的压力不再 平衡并产生拉力 F作用在油针 18上， 当拉力 F大于油针弹簧 13的预紧力与 油针密封座面 28处的液压力合力后， 拉力 F使油针 18从油针密封座面 28 上抬起，将容积腔 5通往喷孔 29处的燃油通道打开并开始喷油。停止喷油时， 切断电磁阀 12的电流， 电磁力迅速下降， 电磁阀弹簧 14迫使衔铁 11向下运 动，球阀 9将出油小孔 56关闭， 由进油小孔 48进入的燃油使控制腔 55内的 油压上升， 控制柱塞 17两端再次达到压力平衡， 油针弹簧 13的作用力将油 针 18顶装在油针密封座面 28并切断通向喷孔 29的燃油通道， 喷油结束。
图 3 显示了本发明的第一结构的高压共轨电控喷油器的局部放大图， 包 括中空的控制柱塞 17和在控制柱塞内部延伸穿过的油针 18， 控制柱塞 17与 油针 18之间在竖直轴向上形成燃油通道 40， 在控制柱塞 17的上部设置有进 油小孔 48， 容积腔通过燃油通道 40、 进油小孔 48与控制腔 55相连通， 控制 柱塞 17的顶端设有自轴向向外倾斜的锥面状型面 41， 油针 18的顶端设有半 球形的连接头 46，油针 18顶端的连接头 46与控制柱塞顶端的型面 41啮合连 接， 从而形成在燃油通道 40和控制腔 55之间的密封。 油针 18的在顶面上设 置的圆柱段 47是油针 18抬起时的高度方向的限位结构。
图 4显示了本发明的第二结构的高压共轨电控喷油器的局部放大图， 包 括中空的控制柱塞 17和在控制柱塞内部延伸穿过的油针 18， 控制柱塞 17与 油针 18之间在竖直轴向上形成燃油通道 40， 在控制柱塞 17的上部设置有进 油小孔 48， 容积腔通过燃油通道 40、 进油小孔 48与控制腔 55相连通， 控制 柱塞 17的顶端设有球形型面 41， 油针 18的顶端设有锥面形的连接头 46， 油 针 18顶端的连接头 46与控制柱塞顶端的型面 41啮合连接， 从而形成在燃油 通道 40和控制腔 55之间的密封。 油针 18的在顶面上设置的圆柱段 47是油 针 18抬起时的高度方向的限位结构。
图 5显示了本发明的第三结构的高压共轨电控喷油器的局部放大图， 包 括中空的控制柱塞 17和在控制柱塞内部延伸穿过的油针 18， 控制柱塞 17与 油针 18之间在竖直轴向上形成燃油通道 40， 在控制柱塞 17的上部设置有进 油小孔 48， 容积腔通过燃油通道 40、 进油小孔 48与控制腔 55相连通， 控制 柱塞 17的顶端设有直角台阶型柱状型面 41， 油针 18的顶端设有半球形的连 接头 46， 油针 18顶端的连接头 46与控制柱塞顶端的型面 41啮合连接， 从而 形成在燃油通道 40和控制腔 55之间的密封。 油针 18的在顶面上设置的圆柱 段 47是油针 18抬起时的高度方向的限位结构。
在油针 18穿设经过控制柱塞 17的下方的裸露部分设有油针凹槽 45， 在 油针凹槽 45上嵌装有卡环 44， 在控制柱塞 17与卡环 44之间夹装有弹簧 43， 弹簧 43对控制柱塞 17和油针 18提供了压紧力， 从而保证在油针 18顶端的 连接头 46与控制柱塞顶端的型面 41之间的压紧密封。 当喷油器喷油时， 控 制室 55压力下降， 在容积腔 5的高压燃料的作用下， 控制柱塞 17将油针 18 拉起， 该拉力增加了连接头 46与型面 41 的接触应力进而增强了两者间的密 封性， 该连接方式允许采用进油小孔 48进油， 简化了喷油器构造。
由于本发明高压共轨电控喷油器油针的控制柱塞-油针单元的结构设置， 如图 6所示， 当油针 18与控制柱塞 17严重偏移时， 控制柱塞-油针单元产生 的补偿效果， 控制柱塞 17与油针 18之间的最大偏角为 α， 油针的半球形连 接头 46与型面 41的密封连接方式在任何位置均可实现密封。 控制柱塞 -油针 单元在装配过程中实现校准， 之后便不再发生变化。
如图 7所示， 公开了另外一种控制柱塞-油针单元的连接方式， 采用弹簧 垫 49代替图 3中的弹簧 43， 实现了同样的压紧功能， 也减轻了控制柱塞-油 针单元的质量。
本发明的高压共轨电控喷油器， 削弱了传统意义中针阀对油针的导向， 在整体结构中控制柱塞是主要导向结构， 避免出现多处部位导向相互干涉而 产生的运动摩擦， 有效降低了运动卡滞的可能性， 降低了失效概率以及零件 加工成本。 同时控制柱塞两端液压力或平衡或产生液压拉力， 油针密封座面 处不承受来自控制柱塞处的液压力， 大幅度减小了油针密封座面部位所承受 的力， 提高针阀体及油针的可靠性。 控制柱塞与控制阀组成的偶件及油嘴偶 件两端多处于液力平衡状态， 偶件间隙由于液力不均衡造成的泄露在该结构 中可以大幅度避免， 能有效降低喷油器泄露， 降低喷油泵驱动功率， 降低由 于泄露造成的温度升高， 提高燃油效率。
本发明的高压共轨电控喷油器，具有为柴油发动机燃烧室提供灵活定时、 精确可控、 多次、 高压力、 雾化良好燃油的功能， 且小油量喷射稳定性良好， 喷射过程中无压力损失， 能承受更高的工作压力。 控制柱塞的结构特点对零 件的尺寸公差具有补偿作用， 可以降低零件尺寸公差精度， 进而降低加工成 本。 喷油器受力特点降低了油针及针阀体密封座面磨损， 提高了油针及针阀 体的可靠性。 喷油器取消细长高压油道增加了整体强度， 使得喷油器可靠性 得到提高， 同时大的喷油器容积腔减少了喷射压力损失， 保证了喷射过程喷 射压力的稳定性。
以上公开的仅为本发明的几个具体实施例，但是，本发明并非局限于此， 任何本领域的技术人员能思之的变化都应落入本发明的保护范围。

Claims

权 利 要 求
1、 一种高压共轨电控喷油器， 包括：
喷油器体， 包括在其上部的高压进油端；
针阀体， 包括在其下端部的喷孔及与油针配合的密封座面；
油针 -柱塞单元， 当喷油器不喷油时， 油针-柱塞单元的油针的下端坐落 在所述密封座面上， 以关闭喷孔；
套装在油针 -柱塞单元的柱塞上的控制阀套， 所述控制阀套固定地设置在 喷油器体内， 所述柱塞的上端与控制阀套之间形成控制腔， 在喷油器体内， 在所述柱塞的下端和所述密封座面之间形成容积腔， 所述容积腔与所述高压 进油端连通； 以及
其特征在于， 所述油针-柱塞单元的柱塞是中空的， 所述油针穿过中空的 柱塞， 在所述油针和所述柱塞之间形成燃油通道， 所述燃油通道与所述容积 腔连通， 所述油针和所述柱塞在顶端通过各自的型面啮合连接， 所述柱塞在 其顶端型面的下方设置有进油小孔， 所述进油小孔连通所述燃油通道和所述 控制腔；
偏压装置， 该偏压装置的一端与所述柱塞的下端接合和另一端抵靠在位 于所述柱塞下方的所述油针的凸出部上。
2、 根据权利要求 1所述的高压共轨电控喷油器， 其特征在于， 所述油针 的顶端的型面是突出的球面和所述柱塞的顶端的型面是自轴向向外倾斜的锥 面。
3、 根据权利要求 1所述的高压共轨电控喷油器， 其特征在于， 所述油针 的顶端的型面是突出的球面和所述柱塞的顶端的型面是直角台阶型柱面。
4、 根据权利要求 1所述的高压共轨电控喷油器， 其特征在于， 所述油针 的顶端的型面是自轴向向外倾斜的锥面和所述柱塞的顶端的型面是突出的球 面。
5、 根据权利要求 1所述的高压共轨电控喷油器， 其特征在于， 所述偏压 装置为弹簧或弹簧垫。
6、 根据权利要求 1所述的高压共轨电控喷油器， 其特征在于， 所述喷油 器还包括设置在所述控制阀套上方的可移动的衔铁以及设置在所述衔铁上方 的控制阀， 所述控制阀套具有与所述控制腔连通的出油小孔， 所述衔铁将一 球阀顶装在所述控制阀套的所述出油小孔的出口， 当喷油器进行喷射时， 所 述控制阀使所述衔铁向上移动， 从而所述球阀与所述出油小孔的出口脱离， 于是所述出油小孔与一过渡腔相连通， 所述过渡腔与喷油器的回油管相连。
7、 根据权利要求 1所述的高压共轨电控喷油器， 其特征在于， 所述油针 的凸出部是嵌装在所述油针的凹槽中的卡环。
8、 根据权利要求 1所述的高压共轨电控喷油器， 其特征在于， 所述油针 的凸出部和所述油针是一体的。
9、 根据权利要求 1所述的高压共轨电控喷油器， 其特征在于， 所述油针 包括设置在油针的顶面上的限位结构， 用于限制油针抬起的高度。
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