CN107917030B - Control valve of common rail oil injector - Google Patents
Control valve of common rail oil injector Download PDFInfo
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- CN107917030B CN107917030B CN201710928494.3A CN201710928494A CN107917030B CN 107917030 B CN107917030 B CN 107917030B CN 201710928494 A CN201710928494 A CN 201710928494A CN 107917030 B CN107917030 B CN 107917030B
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- oil
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- oil cavity
- control piston
- throttling
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- 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
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- 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
- F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
- F02M61/1853—Orifice plates
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- 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
- F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
- F02M61/1893—Details of valve member ends not covered by groups F02M61/1866 - F02M61/188
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/0012—Valves
- F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
- F02M63/0056—Throttling valves, e.g. having variable opening positions throttling the flow
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- 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
- F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
- F02M63/0078—Valve member details, e.g. special shape, hollow or fuel passages in the valve member
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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)
- Electromagnetism (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
The invention discloses a common rail oil sprayer control valve.A high-pressure oil cavity is communicated with a low-pressure oil circuit through an oil cavity B, a throttling ring band between a sealing ring surface and a top plane of a control piston and a throttling groove in the sealing ring surface, the oil cavity A and the oil cavity B in the oil circuit in a series connection relationship when the control piston rises and falls. In the process of controlling the piston to rise, the throttling function of the throttling ring belt is continuously increased, the leakage amount can be effectively reduced, the flow ratio of the oil outlet metering hole to the oil inlet metering hole is larger, the rising time of the control piston is earlier, and the oil injection delay is reduced. After the lift of the control piston reaches the maximum value, the oil cavity A and the oil cavity B are connected only through the throttling groove, the flow resistance is increased, the leakage amount is reduced, the oil cavity B can keep higher pressure, after the electromagnetic valve is powered off, the pressure of the control cavity is recovered faster, the oil injection delay of the oil injector is reduced, meanwhile, the closing delay is reduced, and the oil injection sensitivity of the oil injector is improved.
Description
Technical Field
The invention belongs to the field of fuel injection systems of internal combustion engines, and particularly relates to a control valve of a common rail fuel injector.
Background
According to the working principle of the common rail oil sprayer, the movement of the armature is controlled through the electromagnetic valve so as to control the change of the fuel pressure in the control cavity, so that the pressure difference stress between the upper part and the lower part of the control piston is controlled, and the oil injection and the seating of the control piston are controlled. And the control cavity is provided with an oil inlet throttling hole and an oil outlet throttling hole, the oil inlet throttling hole is connected with the high-pressure oil passage, and the oil outlet throttling hole is connected with the low-pressure oil passage, such as patents CN102282354A, CN201210199068.8 and CN 200820014041.6.
In the oil injection process, the oil inlet and outlet orifices are both in an open state, and high-pressure fuel oil flows back to the oil tank through the oil inlet and outlet orifices. Along with the increase of the oil injection pressure of the common rail system, the leakage of the oil injector is greatly increased, so that the power loss of the common rail system is obvious, the efficiency is reduced, and the economy of the fuel system is reduced. Meanwhile, more high-pressure fuel oil leaks into the low-pressure oil way, so that the temperature of the low-pressure oil way in the oil sprayer is higher, the working stability and reliability of the oil sprayer are further influenced, and the injection pressure is difficult to improve.
In addition, in the design of the fuel injector, in order to reduce the closing delay of the fuel injector, the flow ratio of the fuel outlet hole and the fuel inlet hole of the fuel injector cannot be designed to be larger. This causes the fuel pressure in the control chamber to decrease more slowly, resulting in slower pressure decrease in the control chamber at the beginning of fuel injection, longer delay in the opening of the fuel injector, resulting in poor fuel injection sensitivity of the fuel injector, and limiting the improvement of the multiple injection capability of the fuel injector.
Disclosure of Invention
The invention aims to provide a mode of adding throttling in a leakage oil path, which realizes the purposes of greatly reducing the dynamic oil return of an oil injector, simultaneously reducing the delay of opening and closing the oil injector and improving the oil injection sensitivity of the oil injector.
In order to achieve the purpose, the invention adopts the following technical scheme:
a common rail fuel injector control valve comprises a fuel injector body, an orifice plate, a control piston, a floating sleeve and a pre-tightening spring; the control piston, the pre-tightening spring and the floating sleeve are all positioned in the high-pressure oil cavity; a low-pressure oil passage is arranged in the pore plate, and the low-pressure oil passage and the oil return passage are opened or closed through a sealing surface and a ball valve; the top of the control piston is positioned in the inner cavity of the floating sleeve, and the control piston is characterized in that: an oil cavity B is defined by the bottom of the pore plate, the inner wall of the floating sleeve and the top of the control piston, and an oil cavity A is formed by the top of the control piston and the bottom of the pore plate; the oil cavity B is communicated with the high-pressure oil cavity, and the oil cavity A is communicated with the oil return channel; and after the control piston is lifted, a throttle ring belt for connecting the oil cavity A and the oil cavity B is formed between the top of the control piston and the bottom of the orifice plate, and the oil cavity A and the oil cavity B are communicated through a throttle groove when the control piston is in the maximum lift. .
One form is: the oil cavity A is defined by a cavity at the bottom of the orifice plate and the top plane of the control piston.
In another form: the oil cavity A is defined by a cavity positioned at the top of the control piston and the plane of the bottom of the orifice plate.
The throttling groove is positioned on the bottom plane of the orifice plate or the top plane of the control piston.
The throttling grooves are two or more and are uniformly or non-uniformly distributed.
Further: an oil inlet channel and an oil inlet metering hole are arranged at the upper part of the floating sleeve and are connected with the oil cavity B and the high-pressure oil cavity; and the low-pressure oil duct on the pore plate comprises a drainage hole and an oil outlet measuring hole and is connected with the oil cavity A and the oil return duct.
The flow of the oil outlet measuring hole is larger than that of the oil inlet measuring hole, and the flow of the oil inlet measuring hole is larger than that of the throttling slotted hole.
The axial projection area of the oil cavity A on the control piston is larger than the difference between the axial projection area of the needle valve in the oil injector body and the axial projection area of the oil cavity B on the control piston.
Preferably: the oil cavity A is provided with an annular groove on the outer side, the annular groove is communicated with the oil cavity B, an annular structure is formed between the annular groove and the oil cavity A, a top plane of the annular structure forms a sealing ring surface and is located in the same plane with a bottom plane of the pore plate, the throttling groove is located in the sealing ring surface, one end of the throttling groove is connected with the oil cavity A, and the other end of the throttling groove is connected with the oil cavity B.
The oil cavity A is of a cylindrical structure, and the axis of the oil cavity A coincides with the axes of the drainage hole and the oil outlet hole, or the axis of the oil cavity A deflects and deviates from the axes of the drainage hole and the oil outlet hole.
The invention has the positive effects that:
when the oil sprayer starts to spray oil, when the electromagnetic valve is electrified and the ball valve is opened, the high-pressure oil cavity is connected with an oil return oil way through an oil inlet channel, an oil inlet metering hole, an oil cavity B, a throttling ring band between the sealing ring surface and the top plane of the control piston, and a throttling groove, an oil cavity A, a drainage hole and an oil outlet metering hole in the sealing ring surface; the oil cavity A and the oil cavity B are connected in series in the oil way; in the lifting process of the control piston, the clearance between the sealing ring surface and the top plane of the control piston is continuously reduced, the throttling function of the throttling ring belt is continuously increased, and the leakage amount can be effectively reduced; therefore, the flow ratio of the oil outlet metering orifice to the oil inlet metering orifice can be larger, the pressure of the control cavity is faster to drop, the oil drainage time of the control cavity is shorter, the rising time of the control piston is earlier, and the oil injection delay of the oil injector is reduced. Meanwhile, when the lift of the control piston reaches the maximum value, the sealing ring surface is in contact with the top plane of the control piston, the throttling ring belt disappears, and high-pressure fuel is connected with the oil return oil way only through the oil inlet channel, the oil inlet measuring hole, the oil cavity B, the throttling groove, the oil cavity A, the drainage hole and the oil outlet measuring hole, so that the flow resistance is increased, and the leakage amount is reduced. After the lift of the control piston reaches the maximum value, the oil cavity A and the oil cavity B are connected through the throttling groove, fuel flows to the oil cavity A from the oil cavity B, throttling loss occurs at the throttling groove, the oil cavity B can keep higher pressure, and the pressure of the oil cavity B is higher than that of the oil cavity A. When the electromagnetic valve is powered off, the ball valve is seated to cut off the oil path between the control cavity and the low pressure oil path, so that the fuel oil in the high pressure oil cavity flows to the oil cavity A and the oil cavity B for oil filling. Because the pressure in the oil cavity B is higher, the pressure rises quickly, after the pressure rises to a certain value, the time when the control piston descends under the action of the hydraulic pressure of the oil cavity A and the hydraulic pressure of the oil cavity B is earlier, the oil injection closing delay is shorter, the oil injection delay of the oil injector is reduced, the closing delay is reduced at the same time, and the oil injection sensitivity of the oil injector is improved.
Drawings
Fig. 1 is a schematic structural view of the present invention.
FIG. 2 is a schematic diagram of a maximum control piston lift with a ball valve open.
Fig. 3 is a schematic diagram of the control piston lifting process.
FIG. 4 is a schematic view of another embodiment.
FIG. 5 is a schematic top view of another embodiment of a piston.
In the figure: 1-a ball valve; 2-oil outlet measuring hole; 3-a perforated plate; 4-drainage holes; 5-a throttling groove; 6-oil inlet holes; 7-a high-pressure oil chamber; 8-oil chamber A; 9-oil chamber B; 10-a sealing annulus; 11-an injector body; 12-a floating sleeve; 13-a control piston; 14-pre-tightening the spring; 15-controlling the piston lift; 16-oil return path; 17-a ring-shaped groove; 18-an oil inlet channel; 19-a throttle annulus; 20-plane of the bottom of the well plate.
Detailed Description
A common rail injector of the invention is described with reference to figures 1, 2, 3, 4 and 5.
A novel common rail fuel injector control valve comprises a fuel injector body 11, an orifice plate 3, a control piston 13, a floating sleeve 12 and a pre-tightening spring 14; the control piston 13, the pre-tightening spring 14 and the floating sleeve 12 are all positioned in the high-pressure oil chamber 7. An oil return passage 16 is arranged in the pore plate 3, and the oil return passage 16 and the low-pressure oil passage are opened or closed through a sealing surface and the ball valve 1. The top of the control piston 13 is positioned in the inner cavity of the floating sleeve 12. The inner cavity of the floating sleeve 12 is provided with a step-shaped inner cylindrical surface, the diameter of the top part in the inner cavity is larger than that of the bottom part, the cylindrical surface of the bottom part is matched with the cylindrical surface of the top part of the control piston 13, one end of the floating sleeve 12 is connected with the plane of the bottom part of the pore plate 3, and the other end of the floating sleeve is connected with a. The upper part of the floating sleeve 12 is provided with an oil inlet channel 18 for connecting the high-pressure oil chamber 7 and the control chamber; one end of a pre-tightening spring 14 acts on the bottom of the floating sleeve 12, and the other end of the pre-tightening spring acts on the control piston 13. And an oil cavity A8 and an oil cavity B9 are formed by the control piston 13, the orifice plate 3 and the floating sleeve 12, and the two oil cavities form an oil injector control cavity. The oil cavity A8 is positioned at the bottom of the orifice plate 3 and is communicated with the oil outlet metering orifice 2 and the oil return way 16 through the drainage hole 4 at the bottom of the orifice plate 3. The oil chamber B9 is positioned between the control piston 13 and the floating sleeve 12, an oil inlet passage 18 at the top of the floating sleeve 12 is provided with an oil inlet hole 6, and the oil chamber B9 is connected with the high-pressure oil chamber 7 through the oil inlet hole 6 and the oil inlet passage 18. An annular groove 17 is formed in the outer side of the oil cavity A8, an annular structure is formed between the annular groove 17 and the oil cavity A8, and the top plane of the annular structure forms a sealing ring surface 10 and is located in the same plane with the bottom plane of the orifice plate 3. A throttling groove 5 is arranged in the sealing ring surface 10, one end of the throttling groove is connected with an oil cavity A8, and the other end of the throttling groove is connected with an annular groove 17 in an oil cavity B9. The top of the control piston 13 has a plane structure, and when the control piston 13 is lifted, the clearance between the sealing ring surface 10 and the plane of the top of the control piston 13 is reduced to form a throttling ring belt 19; the control piston 13 and the needle valve are provided with lift limiting structures, and the maximum lift of the control piston 13 is a gap between the top of the control piston 13 and the bottom of the orifice plate 3. The axial projection area of the oil cavity A8 in the control piston 13 is larger than the difference between the axial projection area of the needle valve and the axial projection area of the oil cavity B9 in the control piston 3, so that the control piston 3 is ensured to move downwards under the action of the pressure of the oil cavity A8 and the pressure of the oil cavity B9 when the pressure reaches a certain value, and oil injection is finished.
The flow of the oil outlet metering hole 2 is larger than that of the oil inlet metering hole 6, and the flow of the oil inlet metering hole 6 is larger than that of the throttling groove 5.
In another embodiment: the oil cavity A8 is positioned at the top of the control piston 13, and the top plane of the control piston 13 outside the oil cavity A8 forms a sealing ring surface 10; a throttling groove 5 is arranged in the sealing ring surface 10, one end of the throttling groove is connected with an oil cavity A8, and the other end of the throttling groove is connected with an oil cavity B9; the bottom of the orifice plate 3 has a planar structure, and a throttling ring belt 19 is formed between the sealing ring surface 10 and the bottom plane of the orifice plate 3 during the lifting process of the control piston 13.
In another embodiment: the oil cavity A8 is positioned at the top of the control piston 13, the oil cavity A8 is connected with the drainage hole 4, and the top plane of the control piston 13 outside the oil cavity A8 forms a sealing ring surface 10; the bottom of the orifice plate 3 is provided with a plane structure, and when the control piston 13 is lifted, a throttling ring belt 19 is formed between the sealing ring surface 10 and the plane of the bottom of the orifice plate 3; the bottom of the orifice plate 3 is provided with a throttling groove 5, one end of the throttling groove is connected with the drainage hole 4, and the other end of the throttling groove is connected with an oil cavity B9.
In another embodiment: the oil cavity A8 is positioned at the bottom of the pore plate 3 and is communicated with the oil outlet metering orifice 2 and the oil return way 16 through the drainage hole 4 at the bottom of the pore plate 3; the bottom of the orifice plate 3 is provided with a plane structure, and the top of the control piston 13 is provided with a plane structure; a throttling groove 5 is formed in the plane of the top of the control piston 13, one end of the throttling groove is connected with an oil cavity A8, and the other end of the throttling groove is connected with an oil cavity B9; the throttling groove 5 can also penetrate through the top plane of the control piston 13;
the throttling grooves 5 are two or more and are uniformly or non-uniformly distributed on the circumference.
The oil cavity A8 can be of a cylindrical structure, and the axis of the oil cavity A8 is preferably coincident with the axes of the drainage hole 4 and the oil outlet measuring hole 2. The axis of oil cavity A8 and the axes of drainage hole 4 and oil outlet hole 2 can also deflect and offset.
In the oil injection process of the oil injector, when the control piston 13 rises and falls, the high-pressure oil cavity 7 is connected with an oil return oil way 16 through an oil inlet channel 18, an oil inlet metering hole 6, an oil cavity B9, a throttling ring band 19 between the sealing ring surface 10 and the top plane of the control piston 13, and a throttling groove 5, an oil cavity A8, a drainage hole 4, an oil outlet metering hole 2 in the sealing ring surface 10; the oil cavity A8 and the oil cavity B9 are connected in series in the oil way; in the lifting process of the control piston 13, the clearance between the sealing ring surface 10 and the top plane of the control piston 13 is continuously reduced, the throttling function of the throttling ring belt 19 is continuously increased, the leakage amount can be effectively reduced, the heating of the oil injector is reduced, and the power loss of the oil supply pump is reduced. Therefore, the flow ratio of the oil outlet metering orifice 2 to the oil inlet metering orifice 6 can be larger, the pressure of the control cavity is reduced more quickly, the oil drainage time of the control cavity is shorter, the rising moment of the control piston 13 is earlier, and the oil injection delay of the oil injector is reduced.
Meanwhile, when the lift of the control piston 13 reaches the maximum value, the sealing ring surface 10 is in contact with the top plane of the control piston 13, the throttling ring belt 19 disappears, and high-pressure fuel is connected with the oil return oil way 16 only through the oil inlet channel 18, the oil inlet metering hole 6, the oil cavity B9, the throttling groove 5, the oil cavity A8, the drainage hole 4, the oil outlet metering hole 2, so that the flow resistance is increased, and the leakage amount is reduced. After the lift of the control piston 13 reaches the maximum value, the oil chamber A8 and the oil chamber B9 are connected through the throttling groove 5, the fuel flows from the oil chamber B9 to the oil chamber A8, throttling loss occurs at the throttling groove 5, the oil chamber B9 can keep higher pressure, and the pressure of the oil chamber B9 is higher than that of the oil chamber A8. Meanwhile, as the flow resistance between the oil cavity B9 and the low-pressure oil channel is continuously increased, the pressure in the oil cavity B9 is also continuously increased, so that the downward hydraulic pressure of the control piston 13 is continuously increased, the upward movement speed of the control piston 13 is reduced, the impact of the control piston 13 on the bottom of the orifice plate 3 is reduced, a certain buffering effect is achieved, and the reliability is improved.
When the electromagnetic valve is powered off, the ball valve 1 is seated to cut off the oil path between the control cavity and the low-pressure oil path, and the fuel oil in the high-pressure oil cavity 7 flows to the oil cavity A8 and the oil cavity B9 to be filled. Because the pressure in the oil cavity B9 is higher, the pressure rises quickly, and after the pressure rises to a certain value, the time that the control piston 13 descends under the action of the hydraulic pressure in the oil cavity A8 and the oil cavity B9 is earlier, the oil injection closing delay is shorter, the oil injection delay of the oil injector is reduced, the closing delay is reduced at the same time, and the oil injection sensitivity of the oil injector is improved.
Claims (8)
1. A common rail fuel injector control valve comprises a fuel injector body, an orifice plate, a control piston, a floating sleeve and a pre-tightening spring; the control piston, the pre-tightening spring and the floating sleeve are all positioned in the high-pressure oil cavity; a low-pressure oil passage is arranged in the pore plate, and the low-pressure oil passage and the oil return passage are opened or closed through a sealing surface and a ball valve; the top of the control piston is positioned in the inner cavity of the floating sleeve, and the control piston is characterized in that: an oil cavity B is defined by the inner wall of the floating sleeve and the outer wall of the upper part of the control piston, and an oil cavity A is formed by the top of the control piston and the bottom of the pore plate; the oil cavity A and the oil forming cavity B are connected in series; the oil cavity B is communicated with the high-pressure oil cavity through an oil inlet metering hole, and the oil cavity A is communicated with an oil return oil duct through an oil outlet metering hole; in the lifting process of the control piston, the gap between the top of the control piston and the bottom of the orifice plate is reduced to form a throttle ring belt for connecting the oil cavity A and the oil cavity B, and the oil cavity A and the oil cavity B are communicated only through a throttle groove when the control piston is in the maximum lift; the throttling groove is positioned on the bottom plane of the orifice plate or the top plane of the control piston; the flow of the oil outlet measuring hole is larger than that of the oil inlet measuring hole, and the flow of the oil inlet measuring hole is larger than that of the throttling slotted hole.
2. The common rail injector control valve according to claim 1, characterized in that: the oil cavity A is defined by a cavity at the bottom of the orifice plate and the top plane of the control piston.
3. The common rail injector control valve according to claim 1, characterized in that: the oil cavity A is defined by a cavity positioned at the top of the control piston and the plane of the bottom of the orifice plate.
4. The common rail injector control valve according to claim 2 or 3, characterized in that: the throttling grooves are two or more and are uniformly or non-uniformly distributed.
5. A common rail injector control valve according to any one of claims 1 to 3, characterized in that: an oil inlet channel and an oil inlet metering hole are arranged at the upper part of the floating sleeve and are connected with the oil cavity B and the high-pressure oil cavity; and the low-pressure oil duct on the pore plate comprises a drainage hole and an oil outlet measuring hole and is connected with the oil cavity A and the oil return duct.
6. A common rail injector control valve according to any one of claims 1 to 3, characterized in that: the axial projection area of the oil cavity A on the control piston is larger than the difference between the axial projection area of the needle valve in the oil injector body and the axial projection area of the oil cavity B on the control piston.
7. The common rail injector control valve according to claim 2, characterized in that: the oil cavity A is provided with an annular groove on the outer side, the annular groove is communicated with the oil cavity B, an annular structure is formed between the annular groove and the oil cavity A, a top plane of the annular structure forms a sealing ring surface and is located in the same plane with a bottom plane of the pore plate, the throttling groove is located in the sealing ring surface, one end of the throttling groove is connected with the oil cavity A, and the other end of the throttling groove is connected with the oil cavity B.
8. The common rail injector control valve according to claim 5, characterized in that: the oil cavity A is of a cylindrical structure, and the axis of the oil cavity A coincides with the axes of the drainage hole and the oil outlet hole, or the axis of the oil cavity A deflects and deviates from the axes of the drainage hole and the oil outlet hole.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710928494.3A CN107917030B (en) | 2017-10-09 | 2017-10-09 | Control valve of common rail oil injector |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710928494.3A CN107917030B (en) | 2017-10-09 | 2017-10-09 | Control valve of common rail oil injector |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107917030A CN107917030A (en) | 2018-04-17 |
| CN107917030B true CN107917030B (en) | 2020-04-07 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710928494.3A Active CN107917030B (en) | 2017-10-09 | 2017-10-09 | Control valve of common rail oil injector |
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| CN (1) | CN107917030B (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN111878274B (en) * | 2020-07-29 | 2021-08-31 | 一汽解放汽车有限公司 | Fuel injection valve and diesel engine |
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| DE102006040645A1 (en) * | 2006-08-30 | 2008-03-13 | Robert Bosch Gmbh | Injector for internal combustion engines |
| DE102006054063A1 (en) * | 2006-11-16 | 2008-05-21 | Robert Bosch Gmbh | fuel injector |
| DE102008002720A1 (en) * | 2008-06-27 | 2009-12-31 | Robert Bosch Gmbh | fuel injector |
| JP2010174849A (en) * | 2009-02-02 | 2010-08-12 | Denso Corp | Solenoid valve and fuel injection valve |
| CN203175733U (en) * | 2013-01-10 | 2013-09-04 | 无锡开普机械有限公司 | Control jet flat valve structure of electronic control fuel injector |
| CN104533683B (en) * | 2014-11-26 | 2017-01-25 | 中国北方发动机研究所(天津) | High-pressure co-rail oil sprayer sliding valve structure |
| CN205478038U (en) * | 2016-03-13 | 2016-08-17 | 聊城科瑞汽车零部件有限公司 | Common rail injector's solenoid valve |
| CN105927439B (en) * | 2016-05-31 | 2017-05-24 | 清华大学 | Electronic control high-pressure oil injector with magnetic and hydraulic devices fixed separately |
| CN107061088B (en) * | 2016-12-12 | 2019-09-03 | 中国第一汽车股份有限公司 | A kind of New Common Rail fuel injector |
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2017
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