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
  • 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
  • F02M63/0026—Valves characterised by the valve actuating means electrical, e.g. using solenoid using piezoelectric or magnetostrictive actuators
• • 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
  • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
  • F02M2200/701—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger mechanical
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
  • F02M2547/003—Valve inserts containing control chamber and valve piston

Definitions

• the invention relates to an injection valve, in particular for common rail injection systems, with a control piston which is connected directly to the nozzle needle, which is arranged to be longitudinally movable in a control cylinder and includes a control chamber with the latter, which has an inlet throttle with a high-pressure fuel source and an outlet throttle is connected to a space of lower pressure, the outlet throttle being openable and closable with an outlet control valve which is connected to an actuator connected to a control unit.
• Valves of the type mentioned initially work with a fuel pressure of 1300 bar or higher (in the case of the diesel process).
• the injection quantity is measured by a hydraulic control depending on the engine parameters.
• the system is controlled by fast electromagnets or piezoceramic actuators.
• FIG. 6 shows a longitudinal section through a conventional injection valve of a common rail system.
• the fuel at high pressure is supplied to the injection valve body 1 through the inlet connection 2. This fuel pressure is applied to the injection nozzle 4 on the one hand via the supply duct 3 and to the control chamber 6 on the other hand via the inlet throttle 5.
• the control piston 7 is in direct contact with the nozzle needle 8 in the injection nozzle 4.
• the injection nozzle 4 remains closed and no injection takes place.
• the control valve 10 is opened by the electrical system (magnetic or piezoceramic), represented here by the bolt 9, and thus the control chamber 6 is relieved via the outlet throttle 11.
• the high fuel pressure acting on the pressure shoulder of the nozzle needle 8 can raise the same, whereby the injection is initiated. This takes place until the electrical system or a spring force closes the control valve 10 and the fuel flowing in via the inlet throttle 5 increases the pressure in the control chamber 6 again, thereby closing the nozzle needle 8. So the closing of the nozzle needle 8 and thus the termination of the injection process is hydraulically supported.
• control valve is arranged outside the actual injection valve and the nozzle needle consists of one piece with other components, so it is not suitable for fast injections.
• Other known designs also have complicated control systems.
• this object is achieved in that an inlet control valve is provided with which the inlet throttle closes and is opposite to the outlet control valve.
• FIG. 1 shows a longitudinal section through the injection valve, the control preferably being carried out by an electromagnet
• FIG. 2 shows the upper section from FIG. 1 when no injection takes place
• Fig. 6 shows a longitudinal section through a conventional injection valve.
• FIG. 1 shows the injection valve body 1, in which a cylinder 12 is inserted.
• a control piston 7 and the exhaust throttle 11 with the exhaust control valve 10 are arranged in this cylinder 12.
• the control piston 7 is connected directly to the nozzle needle 8 in the injection nozzle 4.
• a control valve is also arranged in the inlet throttle, the inlet control valve 13.
• the outlet control valve 10 is controlled directly, while the inlet control valve 13 is actuated by means of a pressure pin 15 from a control edge 16 located on the adjusting pin 14.
• One and the same adjusting pin 14 thus controls both control valves in the simplest way.
• the upper section of the injection valve is shown enlarged.
• the high-tension fuel is fed through the inlet connection 2 via the feed channel 3 on the one hand to the injection nozzle 4 and on the other hand to the valve chamber 17 of the
• Inlet control valve 13 supplied.
• Exhaust control valve 10 is closed, while the control edge 16 holds the intake control valve 13 open via the pressure pin 15. The high hydraulic pressure is thus above the channel
• the adjusting pin 14 is moved into its lower position. It closes the outlet control valve 10 and, via its control edge 16 and the pressure pin 15, the inlet control valve 13 is opened at the same time. The high hydraulic pressure suddenly loads the control piston 7 again via the channel 18 and the injection nozzle 4 is closed very quickly, as is necessary for the completion of the injection.
• the outlet control valve 10 is designed as an inward opening valve which is opened against a second compression spring 22 by a tappet 23.
• the piezoceramic actuator 24 is arranged in a relaxed manner towards the center of the injection valve body 1.
• a two-armed lever, preferably designed as an angle lever 25, is connected between the actuator tappet 26, which serves as an actuator, and the control valves 10 and 13 such that both valves are actuated alternately in the previously described sense.
• the outlet control valve 10 is closed and the inlet control valve 13 is open; the high hydraulic working pressure is present in the control chamber 6 via the channel 18.
• the actuator tappet 26 has actuated the angle lever 25 in such a way that the exhaust control valve 10 is opened and the intake control valve 13 is closed, as a result of the actuator being desaxed.
• the actuator tappet 26 releases the angle lever 25, the valve 10 is closed and the valve 13 is opened.
• a spring of any type, not shown in FIG. 4, can assist the return of the angle lever 25.
• control valves 10 and 13 can be designed differently from the representations in FIGS. 1 to 4.
• the inlet control valve 13 and the pressure pin 15 can also be summarized, for. B. be designed as a guided cone seat valve.
• the outlet control valve 10 and the tappet 23 can also be designed as a single component.
• the position of the inlet control valve 13 is changed so that the head of the injection valve can be kept narrower. This is advantageous for particularly small installation conditions.
• the pressure pin 15, including the inlet control valve 13, is arranged parallel to the adjusting pin 14 and the high-tension fuel is guided here through the angled end of the supply channel 3 to the valve chamber 17.
• the channel 18 consists of two bores running at an acute angle to one another. The method of operation corresponds to the sequence described in FIGS. 2 and 3.
• a spring force holds the outlet control valve 10 closed over the adjusting pin 14.
• the pressure pin 15 is pressed into its lower stop position via a bridge 27 and keeps the inlet control valve 13 open.
• the high hydraulic pressure from the supply duct 3 is present in the control chamber 6 via the open inlet control valve 13 and the duct 18 and keeps the nozzle needle closed. If the adjusting pin 14 is raised by the e-magnet, the outlet valve 10 opens and the inlet control valve 13 closes. High-tension fuel cannot flow into the control room 6; This is relieved very quickly. An injection takes place until the adjusting pin 14 Exhaust valve 10 closes and at the same time opens the inlet control valve 13 via the pressure pin 15. suddenly high-tension fuel can then flow into the control chamber 6 and quickly end the injection.
• the bridge 27 can be equipped with certain resilient properties.
• the stop 28 of the pressure pin 15 also represents a seal of the pressure pin when the inlet control valve 13 is open.
• Injection valve body Inlet connection Inlet duct Injector nozzle Inlet throttle Control chamber Control piston Nozzle needle Bolt Exhaust control valve Outlet throttle Cylinder Inlet control valve Adjusting pin Push pin Control edge Valve chamber Channel 1

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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)

Applications Claiming Priority (3)

Publications (1)

Family

ID=7924451

Family Applications (1)

Country Status (6)

Families Citing this family (9)

Family Cites Families (7)

• 1999
  • 1999-10-05 DE DE1999147772 patent/DE19947772A1/de not_active Ceased
• 2000
  • 2000-10-04 CN CN 00813855 patent/CN1377444A/zh active Pending
  • 2000-10-04 WO PCT/DE2000/003480 patent/WO2001025608A2/de not_active Application Discontinuation
  • 2000-10-04 CZ CZ20021171A patent/CZ20021171A3/cs unknown
  • 2000-10-04 AU AU13811/01A patent/AU1381101A/en not_active Abandoned
  • 2000-10-04 EP EP00975823A patent/EP1218630A2/de not_active Withdrawn

Non-Patent Citations (1)

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