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EP1101033A2 - Soupape d'injection de carburant pour moteurs a combustion interne - Google Patents

Soupape d'injection de carburant pour moteurs a combustion interne

Info

Publication number
EP1101033A2
EP1101033A2 EP99950475A EP99950475A EP1101033A2 EP 1101033 A2 EP1101033 A2 EP 1101033A2 EP 99950475 A EP99950475 A EP 99950475A EP 99950475 A EP99950475 A EP 99950475A EP 1101033 A2 EP1101033 A2 EP 1101033A2
Authority
EP
European Patent Office
Prior art keywords
fuel
channel
control chamber
injection valve
throttle plate
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.)
Granted
Application number
EP99950475A
Other languages
German (de)
English (en)
Other versions
EP1101033B1 (fr
Inventor
Andreas Voigt
Günter LEWENTZ
Johannes Fitzner
Jürgen Rink
Gerd Schmutzler
Dirk Baranowski
Raimondo Giavi
Stefan Lehmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP1101033A2 publication Critical patent/EP1101033A2/fr
Application granted granted Critical
Publication of EP1101033B1 publication Critical patent/EP1101033B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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

Definitions

  • the invention relates to a fuel injection valve according to the preamble of claims 1 and 5.
  • Such a fuel injection valve is already known from the article "The Co mon-rail injection system - a new chapter in diesel injection technology” from MTZ Motortechnische Zeitschrift 58 (1997) 10, section 4.4 "Injector", p.575 and 576.
  • the known fuel injection valve has a servo valve which is controlled by a piezoelectric actuator and which controls the fuel pressure in a control chamber, the level of the fuel pressure in the
  • Control chamber determines the opening and closing of the injection valve, or the beginning and end of the injection process in the combustion chamber of an internal combustion engine.
  • the shape of the fuel channels and lines, which are introduced into a throttle body, determine the dynamics of the injection process, eg. B. the speed of the opening and closing of the injector.
  • the high fuel pressure places high demands on the pressure-tight seals between the throttle body and its adjacent components and on the pressure resistance of the throttle body.
  • the design of the transitions from fuel-carrying channels into further channels or cavities influence the pressure resistance.
  • a fuel injection valve with a throttle body is known.
  • the throttle body is arranged between a nozzle body and an injector head and is designed as a throttle plate.
  • the throttle plate has one Fuel channel from which branches off an inlet channel that m m control chamber.
  • a discharge channel is arranged in the throttle plate, which m mouths the control chamber and is connected to a servo valve.
  • the servo valve is actuated by an actuator and controls the fuel pressure in the control chamber.
  • the nozzle needle in the fuel injection valve moves axially depending on the fuel pressure m of the control chamber and controls the fuel flow to the injection holes in the nozzle body.
  • the object of the invention is to increase the pressure resistance of the fuel injection valve.
  • a fuel injection valve especially for diesel fuel, must have a high pressure resistance in order to withstand the high fuel pressure.
  • the compressive strength is dependent on the wall thickness of the components of the fuel injection valve. Due to the formation of curved fuel channels, mutually intersecting fuel channels meet approximately perpendicularly. This avoids the formation of areas with small wall thicknesses through fuel channels (pimples) which open at an angle, which advantageously achieves a high compressive strength.
  • High-pressure transitions are arranged in the area of the end faces of a throttle body with fuel channels, the axial bracing of the throttle body between the neighboring bodies on the end faces and the preferably flat design of the end faces creates a high-pressure-resistant seal which is advantageously easy to manufacture.
  • the end faces meeting one another can also be slightly curved, the curvatures being formed in such a way that in critical areas the contact faces of the meeting end faces are subjected to increased surface pressure. This advantageously increases the high pressure strength with the same clamping force.
  • the characteristic of the dynamics of the injection process can be adjusted in a simple manner by exchanging the throttle body due to the modular structure of the fuel injection valve with a throttle body and its adjacent bodies, a first and a second partial body. Furthermore, the function of the throttle body outside of the fuel injection valve can be tested and checked due to the modular structure.
  • a particularly compact design of the fuel injection valve is advantageously achieved by making recesses in the throttle body for the control chamber and the servo valve.
  • FIG. 1 shows a longitudinal section through parts of a fuel injection valve with a first throttle body
  • Figure 2 shows a longitudinal section of a second throttle body m two embodiments
  • Figure 3 shows a longitudinal section of a third throttle body
  • Figure 4 shows a longitudinal section of a fourth throttle body with an eroding device.
  • FIG. 1 shows a longitudinal section through parts of a fuel injection valve with a rotationally symmetrical basic body shape with a first exemplary embodiment of a throttle body designed as a throttle plate 400.
  • the fuel injection valve has the following basic components, which abut one another and are prestressed against one another by means of a clamping force:
  • a first partial body preferably designed as a valve body 300, with a fuel channel 320 which is preferably approximately parallel to the longitudinal axis 800 and a servo valve 340 which is preferably coaxial with the longitudinal axis 800 and which controls the fuel outflow from a valve chamber 345 of the servo valve 340,
  • a second partial body preferably designed as an intermediate body 500 with a central guide bore 550 for guiding a piston 590, a control chamber 540, which is adjacent to the throttle plate 400 and is represented by an end piece of the guide bore 550, and a fuel channel 530, which is laterally to the guide bore 550 is arranged
  • a deflection of the actuator 100 is transmitted via a guided tappet 200 to a closing body 370 of the servo valve 340, which is thereby lifted by a conical, central valve seat 350 and releases a fuel outflow from a central valve chamber 345 adjoining the valve seat 350.
  • the valve chamber 345 is connected via the outlet channel 440 to the control chamber 540, into which the inlet channel 420 opens, which opens into the fuel channel 410.
  • valve spring 390 which is introduced into the valve chamber 345, presses the closing body 370 back onto the valve seat 350 and interrupts the fuel outflow.
  • the pressure in the control chamber 540 is dependent on the shape of the inlet channel 420, the outlet channel 440 and the position of the actuator 100 and acts on the nozzle needle 600 via the piston 590.
  • a deflection of the actuator 100 leads to a lowering of the pressure in the control chamber 540 and brings about an axial displacement of the nozzle needle 600 in the direction of the throttle plate 400, as a result of which the needle tip 610 lifts off the sealing seat 520 and an injection process is triggered into the combustion chamber.
  • the fuel is conducted into the combustion chamber via the fuel channel 530 and through recesses in the nozzle bore 515 through at least one spray hole 525 made in the nozzle tip 518.
  • the operating parameters of the fuel injection valve e.g. B. the dynamics of the pressure reduction or the pressure build-up of the control chamber 540 and the speed of the beginning and end of the injection process and are dependent on - the diameter and length of the inlet channel 420 and
  • Drain channel 440 the diameter and length of the inlet throttle 425 or the outlet throttle 445, which m the inlet channel 420 and the
  • Drain channel 440 are introduced, and - by the formation of the throttles 425, 445 and the channels
  • the fuel channel 410 enters the upper end face of the throttle plate 400 and exits the lower end face and connects to the fuel channel 320 of the valve body 300 and the fuel channel 530 of the intermediate body 500.
  • the end faces of the throttle plate 400 are preferably perpendicular to the longitudinal axis 800 and preferably connect flat to the end faces of the valve body 300 and the intermediate body 500.
  • the axial clamping force and the flat connection create high-pressure-resistant seals between the throttle plate 400 and the valve body 300 and between the throttle plate 400 and the intermediate body 500, which are easy to manufacture.
  • the end faces lying against one another can also be slightly arched, the curvatures being formed in such a way that critical areas are subjected to increased surface pressure on the contact faces of the end faces lying against one another. This increases the high pressure resistance with the same clamping force.
  • the second partial body of the fuel injection valve is designed as a nozzle body 510, with no intermediate body 500 being present.
  • the throttle plate 400 is not designed as an independent body, but is integrated in the first or the second partial body of the fuel injection valve.
  • FIG. 2a shows a second exemplary embodiment of a throttle plate 400, in which the following differences to the throttle plate from FIG. 1 exist:
  • the throttle plate 400 has a central valve recess 430, which has essentially the same diameter as the valve chamber 345 and is open to the valve chamber 345.
  • the drain channel 440 preferably adjoins the valve recess 430 coaxially to the longitudinal axis 800.
  • the drain channel 440 merges approximately vertically into a control chamber recess 460, the side wall 465 of which is at least partially frustoconical.
  • the inlet channel 420, 425 merges approximately vertically into the frustoconical section of the side wall 465.
  • the control chamber recess 460 merges into the cylindrical piston recess 450, which has essentially the same diameter as the guide bore 550 and in which a part of the piston 590 is introduced.
  • the control chamber recess 460 and the piston recess 450 represent the control chamber 540, since depending on the position of the piston 590, the control chamber recess 460 and the piston recess 450 are filled with fuel.
  • FIG. 2b A further embodiment of the side wall is shown in FIG. 2b
  • the curvature of the side wall 465 has a radius of curvature R of preferably 0.7 to 1 mm.
  • the control chamber recess 460 opens the outlet channel 440.
  • the inlet channel 420, 425 opens approximately perpendicularly into the rounding of the side wall 465.
  • the rounding is introduced into the throttle plate 400, for example, by elyzation.
  • the bores and recesses expand depending on their geometry, especially depending on their diameters, since the geometry of the recesses or bores determine the wall thicknesses and thus determine the extent of the expansion. Therefore, the diameters of the valve recess 430 and the valve chamber 345 and the diameters of the piston recess 450 and the control chamber 540 are essentially the same, since the same dimensions advantageously serve to securely seal the high-pressure connections. Different expansions cause relative movements of the material in the area of the sealing surfaces, which can lead to problems with the tightness.
  • a compact design of the fuel injection valve is advantageously achieved by introducing the piston recess 450 and the valve recess 430 into the throttle plate 400.
  • the inlet channel 420 preferably opens approximately and approximately perpendicularly into the side wall 465 of the control chamber recess 460, as a result of which a high compressive strength is advantageously achieved.
  • the inlet channel 420 has an inlet throttle 425, which preferably borders on the side of the control chamber recess 460.
  • the drain channel 440 has a drain throttle 445, which preferably adjoins the side of the valve recess 430.
  • FIG. 3 shows a feed channel 420 which is preferably approximately circularly curved and which opens approximately vertically into the fuel channel 410 at its first end and approximately perpendicularly into the side wall 465 of the control chamber recess 460 at its second end, as a result of which advantageously a high pressure resistance of the throttle plate 400 is reached.
  • the inlet channel 420 simultaneously acts as an inlet throttle 425, which advantageously simplifies production.
  • the inlet channel 420 in FIG. 4 is divided into a first, approximately straight part and a second, approximately non-curved part with a smaller diameter.
  • the first part opens approximately vertically into the fuel channel 410, is curved from there in the direction of the valve body 300 and ends in the throttle plate 400.
  • the second part opens approximately vertically at one end, preferably in the side wall 465 of the control chamber recess 460 and at the other end approximately perpendicular in the side wall of the first part.
  • the second part acts as an inlet throttle 425, the length of which, in conjunction with the first part, advantageously corresponds to the specified parameters, e.g. B. the fuel pressure can be adjusted.
  • the cross sections of the fuel-carrying, curved or uncurved channels shown in the exemplary embodiments are preferably circular and have predetermined diameters.
  • Figure 4 also shows an eroding device 700, with the approximately circular curved channels, z. B. the inlet channel 420, in the material of the fuel injection valve, preferably the throttle plate 400, are introduced.
  • the eroding device 700 has an eroding electrode 701, which is made approximately circular in accordance with the desired radius of curvature of the inlet channel 420.
  • the eroding electrode 701 is clamped in an electrode holder 702 which is advanced along an arc, the center of which coincides with the center of the desired curvature of the inlet channel 420.
  • the eroding electrode 701 introduces the curved inlet channel 420 from FIG. 3 and, starting from the fuel channel 410, the first part of the inlet channel 420 from FIG. 4 into the throttle plate 400.
  • Electrode 701 it is possible to push the curved eroding electrode 701 through a fixed, curved electrode guide, as a result of which the tendency to oscillate of the eroding electrodes Electrode 701 is reduced and advantageously small tolerances are achieved.
  • Known eroding processes are used as processes for shaping the channels, e.g. the spark erosion process.
  • the compressive strength can also be increased advantageously if the edges in the area of the mouths are also rounded, e.g. about electrochemical rounding.

Landscapes

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

Abstract

L'invention concerne une soupape d'injection de carburant dans laquelle un corps d'étranglement se présentant sous forme de plaque d'étranglement est contrainte dans le sens axial entre un corps de soupape (300) et un corps intermédiaire (500) ou un corps d'ajutage (510). La plaque d'étranglement comporte un canal pour carburant (410), relié à une chambre de commande (540) par l'intermédiaire d'un canal d'alimentation (420), ladite chambre de commande étant quant à elle reliée à une soupape asservie (340). Les faces d'about de la plaque d'étranglement (400) forment une garniture d'étanchéité résistant à la haute pression, conjointement avec les corps adjacents dans le sens axial. Dans un autre mode de réalisation, le canal d'alimentation (420) est cintré de manière circulaire et débouche verticalement dans le canal du carburant (410), afin de rendre la plaque d'étranglement (400) très résistante à la pression. Le canal d'alimentation cintré est produit à l'aide d'un procédé par érosion.
EP99950475A 1998-07-31 1999-07-30 Soupape d'injection de carburant pour moteurs a combustion interne Expired - Lifetime EP1101033B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19834668 1998-07-31
DE19834668 1998-07-31
PCT/DE1999/002352 WO2000006892A2 (fr) 1998-07-31 1999-07-30 Soupape d'injection de carburant pour moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP1101033A2 true EP1101033A2 (fr) 2001-05-23
EP1101033B1 EP1101033B1 (fr) 2002-10-02

Family

ID=7876058

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99950475A Expired - Lifetime EP1101033B1 (fr) 1998-07-31 1999-07-30 Soupape d'injection de carburant pour moteurs a combustion interne

Country Status (3)

Country Link
EP (1) EP1101033B1 (fr)
DE (1) DE59902966D1 (fr)
WO (1) WO2000006892A2 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10019810A1 (de) * 2000-04-20 2002-01-31 Siemens Ag Einspritzventil mit optimierten Dichtflächen
DE10220931C1 (de) * 2002-05-10 2003-11-27 Siemens Ag Injektor zur Kraftstoffeinspritzung
CN108547717B (zh) * 2018-02-08 2020-09-29 龙口龙泵燃油喷射有限公司 电控柴油喷射器

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4129255A (en) * 1977-09-12 1978-12-12 General Motors Corporation Electromagnetic unit fuel injector
JPH01224454A (ja) * 1988-03-04 1989-09-07 Yamaha Motor Co Ltd エンジンの高圧燃料噴射装置
EP0363142A1 (fr) * 1988-10-04 1990-04-11 LUCAS INDUSTRIES public limited company Injecteurs de combustible pour moteurs à combustion interne
GB9320798D0 (en) * 1993-10-08 1993-12-01 Lucas Ind Plc Fuel injection nozzle
GB9520243D0 (en) * 1995-10-04 1995-12-06 Lucas Ind Plc Injector

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0006892A2 *

Also Published As

Publication number Publication date
DE59902966D1 (de) 2002-11-07
WO2000006892A3 (fr) 2000-06-02
WO2000006892A2 (fr) 2000-02-10
EP1101033B1 (fr) 2002-10-02

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