EP1118765A2 - Injecteur de combustible pour moteur à combustion interne - Google Patents

Injecteur de combustible pour moteur à combustion interne Download PDF

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Publication number
EP1118765A2
EP1118765A2 EP00127135A EP00127135A EP1118765A2 EP 1118765 A2 EP1118765 A2 EP 1118765A2 EP 00127135 A EP00127135 A EP 00127135A EP 00127135 A EP00127135 A EP 00127135A EP 1118765 A2 EP1118765 A2 EP 1118765A2
Authority
EP
European Patent Office
Prior art keywords
control
injection valve
housing
fuel
control sleeve
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.)
Withdrawn
Application number
EP00127135A
Other languages
German (de)
English (en)
Other versions
EP1118765A3 (fr
Inventor
Marco A. Ganser
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.)
CRT Common Rail Technologies AG
CRT Common Rail Tech AG
Original Assignee
CRT Common Rail Technologies AG
CRT Common Rail Tech AG
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 CRT Common Rail Technologies AG, CRT Common Rail Tech AG filed Critical CRT Common Rail Technologies AG
Publication of EP1118765A2 publication Critical patent/EP1118765A2/fr
Publication of EP1118765A3 publication Critical patent/EP1118765A3/fr
Withdrawn legal-status Critical Current

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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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/21—Fuel-injection apparatus with piezoelectric or magnetostrictive elements

Definitions

  • the invention relates to a fuel injector intermittent fuel injection into the combustion chamber an internal combustion engine according to the preamble of Claim 1.
  • EP-B-0 228 578 (Fig. 1) is a fuel injector with an injection valve member described, which is in the direction of the longitudinal axis a housing-extending bore in the housing is guided longitudinally.
  • This hole that over a throttle with a high-pressure fuel connection is connected and designed as an accumulator space one end through one with injection openings
  • Seat for the injector member and otherwise through one cylindrical end piece completed by means of a narrow, sealing function in the housing is led.
  • the end piece serves as a narrow sliding guide a piston, which is a part of the integrally formed Injector member forms.
  • the injector member is close in another guide near the seat guided.
  • the opening and closing movement of the Injector valve member is controlled by the Pressure in a control room above the piston of the Injector valve controlled.
  • the two guides for the one-piece injector member are, as mentioned, a tight sliding fit executed, which means that these guides are accurate must be aligned axially so that no side forces to be applied to the injector member, the one Bending of the same, strong friction or even a jamming could cause and the operation of the fuel injector would affect.
  • the fuel injector is thereby manufacturing and technically complex.
  • the housing is in the Cross section relatively large, because the central hole like mentioned is formed as an accumulator space, what for Installation in internal combustion engines is a disadvantage.
  • a generic fuel injector The type mentioned at the beginning is, for example, from EP-B-0 686 763 (Figs. 1 and 2) known.
  • the fuel injector is the opening and Closing motion sequence one in one housing longitudinally adjustable injection valve member controlled by a control device that a Control piston includes one of the injector member separate component that is operatively connected to the latter.
  • a control room Between the face of the spool and one control body fixed to the housing there is a control room, which is limited radially by a control sleeve.
  • the Control sleeve is slidable and tightly sliding in one Control device receiving housing bore arranged.
  • the spool is also sliding closely in the Control sleeve guided.
  • a High pressure supply line leads to the control device, whereby the control room with an inlet throttle connection this high pressure supply line is connected.
  • the other High pressure supply line leads to an annulus and Injection ports one at the bottom of the Fuel injection valve arranged valve seat element.
  • the injection valve member is located above the Annular space arranged on the fuel system pressure acts from below in a bore of the Valve seat element guided precisely.
  • the housing bore in which the multi-piece injector member is in the middle with a Fuel return line connected This means that in this area of the housing bore a lower There is fuel pressure. This leads to leakages from the adjacent areas where the high pressure fuel prevails in this low pressure area of the housing bore.
  • the present invention is based on the object manufacturing and assembly technically simple and to create inexpensive fuel injector the most minor leaks occur and that too in its outer shape is advantageous for installation in Internal combustion engines.
  • the fuel injector according to the invention is not only in its structure simple and inexpensive. His There are also particular advantages in that all Valves of an internal combustion engine in simple Way the functional equality can be achieved since at all parts the tolerances - what both the manufacture as well as the assembly - without any problems can be met.
  • the loss of side High-pressure supply lines in the housing allow one slim design of the fuel injector, what the installation in internal combustion engines is advantageous.
  • a fuel injector of the type mentioned with a particularly preferred embodiment of the Control device forms the subject of the independent Claim 20.
  • a fuel injector 1 is over a high-pressure fuel connection 10 with one in the Drawing not shown high pressure conveyor connected, the fuel with a pressure of 100 to 2000 bar and more supplies.
  • the fuel injector 1 is also via electrical connections 12 with a likewise connected electronic control, not shown.
  • the fuel injector 1 has a housing 14, a lower housing part 14a and an upper one Includes housing part 14b.
  • the lower housing part is 14a tubular, long and narrow in diameter and has one to the longitudinal axis A of the fuel injector 1 coaxial central bore 40.
  • the central bore 40 is enlarged in the housing part 14b. This larger bore is 42 in FIG. 1 designated.
  • One with the high-pressure fuel connection 10 connecting the enlarged portion 42 of the central bore Through hole 44 is radial to the longitudinal axis A. arranged.
  • the lower housing part 14a is at its lower end a trained as a cap nut screwed holding part 16 connected.
  • the holding part 16 presses a nozzle body 18 sealingly against a lower surface 20 of the housing part 14a.
  • the radial position of the Nozzle body 18 opposite the housing part 14a is by means of one or more pins 24 fixed, which also prevent twisting.
  • a valve seat element forming nozzle tip 22 of the nozzle body 18 protrudes from the Holding part 16 out.
  • the nozzle tip 22 is with a Nozzle needle seat 26 and with a plurality of injection openings 28 Mistake.
  • the injection ports 28 are through a lower one End 34 of an injection valve member, axially adjustable nozzle needle 30 lockable.
  • the nozzle needle 30 extends from the lower nozzle needle seat 26 through an annular space 38 and a bore 32 of the nozzle body 18 and through the central bore 40 of the housing part 14a upwards and has a collar 35 and two piston parts 31, 33. These piston parts 31, 33 form part of a control device S1 for control the adjustment movement of the injection valve member, i.e. the Nozzle needle 30.
  • the control device S1 is below described in detail with reference to FIGS. 2 and 3.
  • the area of the nozzle body bore 32 is the nozzle needle 30 provided with axially extending abutment surfaces 36 which the annular space 38 hydraulically with the central bore 40 connect the housing part 14a.
  • nozzle needle 30 formed in one piece.
  • the nozzle needle could, however, consist of several together active elements exist.
  • a holding nut 17 is on the upper housing part 14b screwed on. Inside the holding nut 17 is a Electromagnetically actuated pilot valve 46 housed one with a pilot valve stem 54 firmly connected anchor 58 includes. In a currentless one The state of an electromagnet 50 becomes the pilot valve stem 54 by the force of a compression spring 60 downwards pressed. This force is by means of a Spring tensioning element 62 adjustable in size. For Actuation of the pilot valve 46 or for lifting the with the pilot valve stem 54 connected to the armature 58 an excitation coil 52 associated with the armature 58 of the Electromagnet 50 via the electrical connections 12 Control pulses supplied by the electronic control.
  • the spring tensioning element 62 is the fuel injector 1 sealing at its upper end final part 64 housed. Together with the electromagnet 50 is in the holding nut 17 Fuel return port 66 installed with a the pilot valve 46 surrounding space 67, a so-called Low pressure zone, in the fuel of low pressure flows, is connected.
  • a control body 74 sealingly pressed in with a Flange 78 rests on a housing shoulder surface 80 and is axially fixed by means of a lock nut 76 (Fig. 2).
  • the seal between the Bore 42 and the control body 74 also realized differently and instead of a press fit, for example suitable sealing rings the sealing function take.
  • the control body 74 has a top in an outlet opening 77 tapering outlet bore 75.
  • the lower end face of the control body 74 is 88 designated. At this lower end face 88 is by means of a closing spring or nozzle needle spring 68 sleeve-shaped spacer 70 with its upper annular face 71 pressed.
  • the Nozzle needle spring 68 is between a lower shoulder surface 82 of the spacer 70 (or one adjoining it) Spacer 90) and an upper heel surface 84 of the Nozzle needle bundle 35 biased.
  • the preload of the Nozzle needle spring 68, which the nozzle needle 30 down into Closing direction of the fuel injector 1 against the high pressure of fuel exerted on the nozzle needle 30 should hold securely, must be relatively large and can for example, 100 to 300 N.
  • the preload several fuel injection valves of an internal combustion engine must match exactly to one Ensure functional equality.
  • the Spacer or spacers 90 can respective manufacturing tolerances are compensated.
  • the injection valve member or the nozzle needle 30 has a first piston part 31 adjoining the collar 35 as well as a diametrically opposed one second piston part 33.
  • the second piston part 33 has an upper end face 39.
  • the ring-shaped Sales area between these two piston parts 31, 33 is designated 37.
  • the first piston part 31 projects with a certain radial play R1 in a lower part 70a of the Spacer 70.
  • the inner cylindrical guide surface this part 70a for the piston part 31 is 94 designated.
  • the spacer 70 also has an upper, part 70b enlarged in diameter. Between is the two parts 70a and 70b of the spacer 70 already mentioned sales area 82 available.
  • This sales area 98 is above existing between the two piston parts 31, 33 Heel area 37.
  • the second piston part 33 is of one Surround control sleeve 72, the cylindrical outer surface 72a with a certain radial clearance R2 of the guide surface 95 of the spacer 70 is assigned (see FIG. 3).
  • This radial game R2 can (similar to the radial game R1 between the first piston part 31 and the guide surface 94) amount to between 6 and 50 ⁇ m (micrometers).
  • the outer surface of the second piston part 33 is one tight sliding fit provided, i.e. a radial clearance R0 from only 1 to 8 ⁇ m. Because the pressure is the same everywhere (both on the inside and on the outside the control sleeve 72 and the spacer 70) arise no pressure-related deformations of the control sleeve 72 and of the spacer 70 and the radial clearances R0, R1, R2 and the gap S remains the same regardless of the pressure level.
  • the radial clearances R1 and R2 which extends over the respective length of the parts extend through one or more ribs with one certain radial play replaced.
  • These ribs could either on the inside of the spacer 70, or on the outer surface 72a of the control sleeve 72 and on the outer surface of the first piston part 31 are attached.
  • the one caused by the ribs Flow is independent of the fuel viscosity (i.e. of its temperature), what with elongated Radial play is not the case.
  • the independence of the Flow from viscosity can have a functional advantage mean.
  • the radial games could also be used in the same way R1 or R2 for those described below Control devices S2 and S3 can be realized.
  • the axial length of the control sleeve 72 is a small one Amount S, which is, for example, 5 to 40 ⁇ m, is smaller, than the distance of the inner heel surface 98 of the Spacer 70 from its upper, annular End face 71.
  • Fig. 3 shows the control sleeve 72 in one Position in which the lower end face 72u Control sleeve 72 rests on the inner heel surface 98 and thereby a gap S between the upper end face 72o of the control sleeve and the lower end face 88 of the Control body 74 is formed (in Fig. 3, the gap S shown exaggeratedly large; in reality it is Gap S about ten times smaller than the nozzle needle stroke).
  • the lower end face 72u closes one from above radially through the second piston part 33 on the one hand and the Guide surface 94 of the spacer 70 on the other hand limited space 106 from down through the Heel area 37 between the two piston parts 31, 33 is axially limited.
  • the spacer 70 has one at its upper end Passage 100 on. As can be seen from Fig. 3 upper end face 72o of the control sleeve 72 with a radial depression 102 (or more radial Depressions).
  • the passage 100 and the Recess 102 connect the through the housing bore 42nd enclosed space, i.e. through the through hole 44 connected to the high-pressure fuel connection 10 High pressure zone, with one above the second piston part 33 arranged control room 110.
  • This in the lower area through the guide surface 95 of the spacer 70 and in upper area through the outlet bore 75 and Outlet opening 77 radially delimited control chamber 110 can closed at the top by means of the pilot valve stem 54 held or opened.
  • the flat seat part of the Pilot valve stem 54, with which the outlet opening 77 can be closed, is designated by 56 in FIGS. 1 to 3.
  • Control room 110 has the same high pressure as in the High pressure zone, i.e. as in through the housing bores 42, 40 and enclosed by the bore 32, over the Annulus 38 extending to the nozzle needle seat 26 and the nozzle needle 30 and in the upper area the spacer 70 surrounding space. Also axially through the sales area 37 on the one hand and the lower end face 72u of the Control sleeve 72 limited space 106 is above the radial Gap R1 between the first piston part 31 and the Guide surface 94 connected to the high pressure zone.
  • the Control sleeve 72 is in an indifferent Balance at which all hydraulic forces are balanced.
  • the control room 110 is over the gap S between the lower end face 88 of the control body 74 and the top face 720 of the control sleeve 72 and over the depression 102 is connected to the high pressure zone. In In this position, it is the nozzle needle spring 68 that the Holds nozzle needle 30 in its lower closed position, the compressive force which occurs when the nozzle needle 30 is open under the nozzle needle seat 26 in the opening direction of the Nozzle needle 30 acts, is missing.
  • the gap S can be precisely manufactured with simple means become. As already mentioned, the gap S is through the Length difference of the control sleeve 72 and the distance of the Heel area 98 of the distance piece 70 from its end face 71 defined. I.e. this gap S is before assembly adjusted and with the fuel injector assembled 1 accurate and independent of the high pressure level complied with, since the flat lower end face 88 of the Control body 74, the spacer 70 and the control sleeve 72nd is common, and the pressure conditions before and after the Injection are balanced, which means no pressure-related, Deformations dependent on the high pressure level Controls occur. In other words, the gap S remains without any readjustment even after assembly consist.
  • control sleeve 72 may be of exactly the same length, like the distance between the sales surface 98 and the End face 71 of the spacer 70.
  • the Control sleeve 72 and the spacer 70 not exactly axis-centered, i.e. in the central housing bore 42 not radially fixed, but transverse to the longitudinal axis A of Housing 14 movable.
  • the Nozzle needle 30 can adapt to the radial offset and is free of side forces.
  • Fuel injector 1 Another essential advantage of the invention Fuel injector 1 is that the High pressure zone, i.e. which the nozzle needle 30 from Nozzle needle seat 26 via the annular space 38 and the Housing bores 40, 42 concentrically surrounding space as well the through hole 44, and also the control chamber 110 to a completely sealed area to the outlet opening 77 without leaks.
  • the housing 14 of the fuel injector according to the invention 1 can be made very slim, what the installation of the fuel injector in the Cylinder head of the internal combustion engine is an advantage is.
  • Fig. 4 shows a second embodiment of a Fuel injection valve 2.
  • Housing 120 of fuel injector 2 from two assembled parts 122, 124.
  • the first part 122, of the one at its lower end with the Nozzle needle seat 26 and a plurality of injection openings 28 protruding nozzle tip 121 protrudes as a long, slim tube piece formed with its upper Part protrudes into the second housing part 124 and with this is connected, as described in more detail below becomes.
  • the nozzle tip 121 is with one from below Press fit 123 into the housing bore 126 of the housing part 122 pressed in and axially by means of a shoulder surface 125 positioned. Compared to fuel injector 1 omitted the union nut 16, the or Centering pins 24 and the sealing surface 20.
  • the high-pressure fuel connection is in the second housing part 124 10 screwed in, which has a bore 127 an annular intermediate piece 128 and a short one radial bore 129 in the first housing part 122 with the Housing bore 126 is connected.
  • the intermediate piece 128 is on the front with a spherical sealing surface 131 provided. There would also be other configurations of the Intermediate piece 128 is quite conceivable, e.g. with conical Sealing surfaces.
  • the intermediate piece 128 itself could also be omitted and an extended high-pressure fuel connection 10 directly with the tubular Housing part 122 are sealingly connected.
  • the upper, second housing part 124 none due to the high pressure fuel induced tensions.
  • the one second housing part 124 made of less expensive metal are shrunk onto the first housing part 122.
  • the second housing part 124 can also e.g. made of aluminium exist and in an injection molding process with the first Housing part 122 are connected. Also one made of plastic existing second housing part 124 can by means Injection molding connected to the first housing part 122 become.
  • the second housing part 124 is in its lower area with two parallel and axial Surfaces 130 and provided with two heel surfaces 132, via which the fuel injector 2 with a Clamping fork in a manner known per se in the Cylinder head of the internal combustion engine is attached.
  • the electromagnet 50 to actuate the pilot valve 46 not by means of a Retaining nut connected to the valve housing as with Fuel injector 1, but in a magnetic body 136 firmly embedded and together with this by means of Screw 138 with the second, corresponding threaded holes 139 having housing part 124 screwed.
  • the Magnetic body 136 can in turn, for example Be plastic and injection molded with the Electromagnet 50 are connected.
  • Threaded holes 139 are provided for screws 138, of which one can be seen in Fig. 4 and to the other side the valve longitudinal axis A is as the High pressure fuel connection 10. This is between the two other, not apparent from Fig.
  • Threaded holes 139 arranged.
  • the second housing part 124 and the magnetic body 136 in its outer shape in the direction of FIG. 4 apparent, lying in the sectional plane of Fig. 4 Taper threaded hole 139 in a triangular shape.
  • Such External shape is for installation in the Internal combustion engine particularly cheap. Indeed could also e.g. four arranged in a square Threaded holes and connecting screws may be provided.
  • control device S2 In the upper area of the tubular first housing part 122 a control device S2 is arranged. In your Function, this control device S2 corresponds to the one based on 1 to 3 described control device S1. in the The following are therefore based on FIG. 5, in particular the design deviations of this control device S2 described. The same parts are with the the same reference numerals as in FIGS. 1 to 3.
  • a sleeve-shaped spacer 140 is arranged and with its upper face 141 to the lower End face 88 of the control body 74 from the relative strong nozzle needle spring 68 continuously pressed.
  • the nozzle needle spring is 68 between an inner shoulder surface 143 of the Spacer 140 and one on a conical part 144th the spring holder piece 146 attached to the nozzle needle 30 biased.
  • intended heel surface of the spring mounting piece 146 is designated 145.
  • the spring support piece 146 has a conical inner surface 147.
  • a conical ring 148 is arranged, which for Place on the nozzle needle part 144 either slotted or consists of two separate half rings.
  • the taper of the needle part 144, the ring 148 and the Inner surface 147 of the spring support piece 146 is preferably chosen these parts after assembly stay clamped together.
  • the spacer 140 is in turn with the guide surface 94 for the first piston part 31 and the diameter expanded guide surface 95 for a control sleeve 142 provided with each other over the sales surface 98 are connected.
  • the shown in Fig. 5 The exemplary embodiment is the entire upper end face 142o the control sleeve 142 formed flat (same as that End face 72o of the control sleeve 72 according to FIGS. 2 and 3).
  • the same as for the control device S1 Control sleeve 142 by the amount S shorter than the distance between the heel surface 98 and the upper end surface 141 of the spacer 140.
  • the spacer 140 is also one with the Heel area 98 adjacent inner recess 155 Mistake. Between a shoulder surface 156 of the recess 155 and the lower end face 142u of the control sleeve 142 is a compression spring 158 biased compared to Nozzle needle spring 68 is much weaker and its Pressure effect also against the fuel pressure forces is negligible.
  • the recess 155 delimits one corresponding to room 106 according to previous variants Room 160.
  • S1 becomes the Control sleeve 142 in the starting position, i.e. before the Injection process, through the compression spring 158 to the lower end face 88 of the control body 74 pressed.
  • the control sleeve 142 remains - from the Compression spring 158 supports - initially to the Control body 74 pressed.
  • the nozzle needle 30 is through that acting on the second piston part 33 from above Force moves down, in the enlarging space 160 the fuel pressure is currently falling. At certain Falling of this pressure follows the control sleeve 142 of the Piston movement. Once the control sleeve 142 from the lower end face 88 of the control body 74, suddenly arrives via this new fuel connection from the passage 100 into the control room 110, and the Piston part 33 is accelerated downwards as well as the Control sleeve 142 moves down until it on the Sales surface 98 rests and there the initial gap S will be annulled. In this variant, the gap S be larger than in the control device S1 according to FIG. 2 and 3.
  • the one in the control sleeve 142 with more precise Sliding fit (radial clearance R0 from 1 to 8 ⁇ m) second piston part 33 has one at its upper end tapered part 33a.
  • the control sleeve 142 is in an area surrounding this piston part 33a with a small, radial throttle bore 150 equipped with an annular space 149 in the spacer 140 connects to the control room 110.
  • the annulus 149 is via a radially arranged, large throttle bore 151 with the high pressure zone surrounding the spacer 140 connected.
  • the small throttle bore 150 the function of the front Well 102 according to FIGS. 2 and 3, and the large one Throttle bore 151 that of the passage 100. With the large throttle bore 151 can close too quickly of the injection openings 28 can be prevented.
  • the Acceleration of the control piston during the closing process slightly dampened and thereby the impact of the nozzle needle 30 on the nozzle needle seat 26 at the end of the closing process reduced.
  • Fig. 6 shows a variant labeled S3 Control device S2 according to FIG. 5 or Control device S1 according to FIGS. 1 to 3, in which the Fig. 5 known, the small throttle bore 150 having Control sleeve 142 is combined with a spacer 154, which in turn is the passage 100 known from FIGS. 2 and 3 having.
  • this shows Injection valve member or the nozzle needle 30 an extreme simple shape with a uniform diameter up to and with the piston part 33.
  • the nozzle needle 30 in turn in the control sleeve 142 with the radial clearance R0 closely and in the spacer 154 with the larger radial clearance R1 slidably guided.
  • the spacer 154 is in turn by the between the Heel surfaces 143, 145 of the spacer 154 and one Spring holder piece 157 pretensioned nozzle needle spring 68 to the lower end face 88 of the control body 74 continuously pressed.
  • the spring bracket piece 157 is from below an engaging in an annular groove 159 of the nozzle needle 30, slotted snap ring 162 inserted.
  • Control sleeve 142 In contrast to the embodiments according to FIGS. 2, 3 and 5 is the end face of the in this embodiment Control sleeve 142 with an inner and an outer Bevelled so that only a narrow ring-shaped Sealing surface 142d of the lower control body end surface 88 opposite.
  • This training favors the Closing process and takes into account the fact that no variation of the control piston and none in this variant Room 106 as with the control devices S1 or S2 available.
  • the control sleeve 142 When closing the outlet opening 77 the control sleeve 142 also experiences a hydraulic one here Force away from the lower face 88 of the control body 74 and releases the gap S above, which makes a quicker Pressure increase in control room 110 and a quick one The injection process is ended.
  • control sleeve 142 could also be the same or similar be designed as the valve body 26a of FIG EP-B-0 675 281.
  • a control device S4 is shown in Fig. 7.
  • a Control sleeve 164 directly and continuously from the nozzle needle spring 68 to the lower end face 88 of the control body 74 pressed.
  • the control sleeve 164 remains under the action of the nozzle needle spring 68 stationary. It is no spacer as described above Control devices S1, S2 and S3 available.
  • the Control sleeve 164 has a radially arranged Throttle bore 165 on which the control chamber 110 with the Control sleeve 164 surrounding high pressure zone connects.
  • the one Pressure in the control room 110 alone which is the nozzle needle movement controls. This is through the throttle bore 165 and Outlet opening 77 precisely defined.
  • Throttle bore 165 is compared to the throttle bore 150 of FIG. 5 and 6 larger dimensions. Of course you could too here instead of the throttle bore 165 an end face Deepening (or several deepening) the Inlet throttle connection of the high pressure zone with the Form control room 110.
  • the nozzle needle 30 an extremely simple form (no gradation of the Control piston). It is also advantageous here from FIG. 6 known spring bracket 157 with the in an annular groove 159 of the nozzle needle 30 engaging snap ring 162 for the Support or pretension of the nozzle needle spring 68 used. A spacer 90, similar to Fig. 2, could be multiple to achieve the same preload Fuel injectors are also used here.
  • the lower housing part 122 of the fuel injector 2 of FIG. 4 has a practically the entire length constant diameter and can be inexpensive one that withstands the high fuel high pressure voltages, long pressure pipe piece can be made.
  • the injection valve member or Nozzle needle 30 from above into the tubular housing 14 or 120 can be installed.
  • one-piece training Injector / spool could be the two parts be connected to one another in a force-locking or positive manner.
  • Fuel injectors with control devices S2, S3 or S4 are equipped according to FIG. 5, 6 or 7, have the same advantages already mentioned as the fuel injector provided with the control device S1 1 to Fig. 1 to 3 (simple and inexpensive design, possibility of advantageous, slim exterior, reducing the in drain the fuel return port 66 Fuel control flow, high pressure zone with no leakage everything but elimination of previous ones Fuel injectors existing, from one possible radial offset of the control piston compared to the Resulting seat for the injector member Disadvantages or dangers).
  • Fuel injection valve 2 with the control device S1 be equipped. All versions can Tolerances for individual parts both in manufacturing as well as when assembling, whereby not only a perfect functioning but also also the functional equality for all valves one Internal combustion engine are guaranteed.

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  • 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)
EP00127135A 2000-01-19 2000-12-12 Injecteur de combustible pour moteur à combustion interne Withdrawn EP1118765A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH922000 2000-01-19
CH922000 2000-01-19

Publications (2)

Publication Number Publication Date
EP1118765A2 true EP1118765A2 (fr) 2001-07-25
EP1118765A3 EP1118765A3 (fr) 2003-11-19

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EP00127135A Withdrawn EP1118765A3 (fr) 2000-01-19 2000-12-12 Injecteur de combustible pour moteur à combustion interne

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US (1) US6499669B2 (fr)
EP (1) EP1118765A3 (fr)
JP (1) JP4606605B2 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1273791A2 (fr) 2001-07-03 2003-01-08 CRT Common Rail Technologies AG Soupape d'injection de combustible pour moteurs à combustion interne
WO2003071123A1 (fr) * 2002-02-19 2003-08-28 Siemens Aktiengesellschaft Injecteur presentant une meilleure geometrie de connexion
EP1290335B1 (fr) * 2000-05-23 2004-10-27 Robert Bosch Gmbh Soupape d'injection de carburant
EP1395744B1 (fr) * 2001-05-08 2006-04-05 Robert Bosch Gmbh Appareil d'injection de carburant pour moteurs a combustion, en particulier injecteur de type common rail, systeme d'alimentation en carburant et moteur a combustion
DE102007025050B3 (de) * 2007-05-29 2008-10-16 L'orange Gmbh Hochdruck-Einspritzinjektor für Brennkraftmaschinen mit einer knicklaststeigernden Steuerstangenabstützung über unter Hochdruck stehendem Kraftstoff

Families Citing this family (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10020867B4 (de) * 2000-04-28 2006-07-06 Robert Bosch Gmbh Common-Rail-Injektor
US7458530B2 (en) * 2001-10-05 2008-12-02 Continental Automotive Systems Us, Inc. Fuel injector sleeve armature
US20030075621A1 (en) * 2001-10-05 2003-04-24 Siemens Automotive Corporation Fuel injection sleeve armature
DE10221384A1 (de) * 2002-05-14 2003-11-27 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10351680A1 (de) * 2003-11-05 2005-06-09 Robert Bosch Gmbh Ventil für eine Kraftstoffeinspritzpumpe
ATE487057T1 (de) * 2004-02-25 2010-11-15 Ganser Hydromag Brennstoffeinspritzventil für verbrennungskraftmaschinen
JP2006181577A (ja) * 2004-12-24 2006-07-13 Denso Corp 高圧配管部品の製造方法および高圧配管部品
US7334741B2 (en) * 2005-01-28 2008-02-26 Cummins Inc. Fuel injector with injection rate control
US7891584B2 (en) * 2005-04-14 2011-02-22 Ganser-Hydromag Ag Fuel injection valve
CH697562B1 (de) * 2005-08-09 2008-11-28 Ganser Hydromag Brennstoffeinspritzventil.
CN102828872B (zh) * 2006-03-03 2015-09-02 甘瑟-许德罗玛格股份公司 内燃机的燃料喷射阀
JP2009103080A (ja) * 2007-10-24 2009-05-14 Denso Corp 燃料噴射弁
DE102007059855A1 (de) * 2007-12-12 2009-06-25 Robert Bosch Gmbh Kraftstoffzumesseinheit für eine Kraftstoffhochdruckpumpe und Kraftstoffhochdruckpumpe
US7963464B2 (en) * 2008-01-23 2011-06-21 Caterpillar Inc. Fuel injector and method of assembly therefor
US9163597B2 (en) * 2008-10-01 2015-10-20 Caterpillar Inc. High-pressure containment sleeve for nozzle assembly and fuel injector using same
JP5287428B2 (ja) * 2009-03-30 2013-09-11 株式会社デンソー インジェクタ
JP2012132352A (ja) * 2010-12-21 2012-07-12 Denso Corp インジェクタ
US9803603B2 (en) * 2013-03-01 2017-10-31 Ganser-Hydromag Ag Device for injecting fuel into the combustion chamber of an internal combustion engine
DE102014209961A1 (de) * 2014-05-26 2015-11-26 Robert Bosch Gmbh Düsenbaugruppe für einen Kraftstoffinjektor sowie Kraftstoffinjektor
US9719476B2 (en) 2014-07-14 2017-08-01 Cummins Inc. B-LCCR injector pilot valve orifice, armature and plunger guide arrangement
DE102016015038B4 (de) * 2016-12-16 2020-03-26 Woodward L'orange Gmbh Kraftstoffinjektor
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CN114658577B (zh) * 2022-03-28 2023-03-21 潍柴动力股份有限公司 一种燃油预供泵的控制方法及发动机

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EP1290335B1 (fr) * 2000-05-23 2004-10-27 Robert Bosch Gmbh Soupape d'injection de carburant
EP1395744B1 (fr) * 2001-05-08 2006-04-05 Robert Bosch Gmbh Appareil d'injection de carburant pour moteurs a combustion, en particulier injecteur de type common rail, systeme d'alimentation en carburant et moteur a combustion
EP1273791A2 (fr) 2001-07-03 2003-01-08 CRT Common Rail Technologies AG Soupape d'injection de combustible pour moteurs à combustion interne
WO2003071123A1 (fr) * 2002-02-19 2003-08-28 Siemens Aktiengesellschaft Injecteur presentant une meilleure geometrie de connexion
US7815131B2 (en) 2002-02-19 2010-10-19 Continental Automotive Gmbh Injector with improved connection geometry
DE102007025050B3 (de) * 2007-05-29 2008-10-16 L'orange Gmbh Hochdruck-Einspritzinjektor für Brennkraftmaschinen mit einer knicklaststeigernden Steuerstangenabstützung über unter Hochdruck stehendem Kraftstoff

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JP4606605B2 (ja) 2011-01-05
US6499669B2 (en) 2002-12-31
JP2001227435A (ja) 2001-08-24
US20010013556A1 (en) 2001-08-16
EP1118765A3 (fr) 2003-11-19

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