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EP2292918A1 - Brennstoffeinspritzvorrichtung mit Mess-Servoventil für einen Verbrennungsmotor - Google Patents

Brennstoffeinspritzvorrichtung mit Mess-Servoventil für einen Verbrennungsmotor Download PDF

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Publication number
EP2292918A1
EP2292918A1 EP09425297A EP09425297A EP2292918A1 EP 2292918 A1 EP2292918 A1 EP 2292918A1 EP 09425297 A EP09425297 A EP 09425297A EP 09425297 A EP09425297 A EP 09425297A EP 2292918 A1 EP2292918 A1 EP 2292918A1
Authority
EP
European Patent Office
Prior art keywords
calibrated
discharge duct
injector
control chamber
hole
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
EP09425297A
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English (en)
French (fr)
Other versions
EP2292918B1 (de
Inventor
Raffaele Ricco
Sergio Stucchi
Onofrio De Michele
Antonio Gravina
Marcello Gargano
Chiara Altamura
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.)
Centro Ricerche Fiat SCpA
Original Assignee
Centro Ricerche Fiat SCpA
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 Centro Ricerche Fiat SCpA filed Critical Centro Ricerche Fiat SCpA
Priority to AT09425297T priority Critical patent/ATE523684T1/de
Priority to EP09425297A priority patent/EP2292918B1/de
Publication of EP2292918A1 publication Critical patent/EP2292918A1/de
Application granted granted Critical
Publication of EP2292918B1 publication Critical patent/EP2292918B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • 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
    • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing
    • 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
    • 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
    • F02M2200/28—Details of throttles in fuel-injection apparatus
    • 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 present invention relates to a fuel injector equipped with a metering servovalve for an internal-combustion engine.
  • injectors for internal-combustion engines comprise a metering servovalve having a control chamber, which communicates with a fuel inlet and with a fuel-discharge duct.
  • the metering servovalve comprises an open/close element, which is axially movable under the action of an electric actuator to open/close an outlet opening of the discharge duct and vary the pressure in the control chamber.
  • the pressure in the control chamber controls opening/closing of a terminal nozzle of the injector to introduce the fuel into a corresponding cylinder.
  • the discharge duct has a calibrated stretch, which is of particular importance for proper operation of the metering servovalve.
  • the flow rate of a fluid is associated to a predefined pressure differential.
  • the calibrated stretch of the discharge duct is obtained by making a perforation via electron discharge machining (EDM), followed by a finishing operation, necessary for eliminating any possible perforation defects that, albeit small, would in any case result in large errors on the pressure drop in fuel flow and, consequently, in the flow rate of fuel leaving the control chamber.
  • the finishing operation has the purpose of stabilizing the flow rate of fluid that traverses the calibrated stretch: in practice, it is a sort of "ageing" aimed at guaranteeing robustness of operation.
  • the finishing operation is of an experimental nature and is carried out by getting an abrasive liquid to flow through the hole made via EDM, setting the pressure upstream and downstream of the hole, and detecting the flow rate: the flow rate tends to increase progressively with the abrasion caused by the liquid on the lateral surface of the hole, until a preset design value is reached.
  • the flow is interrupted: in use, the final passage section obtained will come to define, to a close approximation, a pressure drop equal to the difference in pressure set upstream and downstream of the hole during the finishing operation and a flow rate of fuel leaving the control chamber equal to the preset design value.
  • the discharge duct has an outlet made in an axial stem that guides the open/close element, said stem being defined by a sliding sleeve.
  • the calibrated stretch of the discharge duct is coaxial with the axial stem and is made in a perforated plate, which axially delimits the control chamber. Downstream of said calibrated stretch, the discharge duct comprises an axial stretch and then two opposed radial stretches, which define, together, a relatively large passage section for the discharged fuel.
  • the incoming fuel that flows into the control chamber determines a pressure drop that causes the pressure to reach approximately 700-800 bar in the control chamber; then, between the upstream and downstream ends of the calibrated stretch of the discharge duct, the fuel pressure drops from approximately 700-800 bar to just a few bar.
  • the calibrated stretch in order to generate a pressure drop of approximately 700-800 bar, the calibrated stretch must have an extremely small diameter, which is extremely complex to obtain precisely and in a constant way between the various injectors.
  • the European patent application No. 08425460.6 filed in the name of the present applicant, proposes provision of two or more calibrated restrictions set in series along the discharge duct: in this case, the pressure drop, which, in use, occurs between the control chamber and the discharge environment when the open/close element is in the opening position, is split into as many pressure drops as are the calibrated restrictions set in series along the discharge duct.
  • one of the main factors that determines onset or otherwise of cavitation is defined by the ratio between the pressure upstream and the pressure downstream of the calibrated restriction. Even if it were assumed that it is possible theoretically to split the total pressure drop into 95% on the first calibrated restriction and 5% on the second calibrated restriction, with a pressure of the control chamber of approximately 700-800 bar, there is, upstream of the second calibrated restriction, a pressure of approximately 40-35 bar and, downstream, a pressure close to the atmospheric pressure of the discharge environment. Consequently, the ratio between the pressure upstream and the pressure downstream of the second calibrated restriction is in any case high and such as to cause cavitation phenomena, even if said phenomena are markedly reduced as compared to solutions in which the pressure drop is not split into two.
  • the aim of the present invention is to provide a fuel injector equipped with a metering servovalve for an internal-combustion engine, which will enable improvement of the solution described above, reducing the presence of cavitation, i.e., formation of fuel vapour, and hence wear in the sealing area between the open/close element and the axial stem, to a minimum.
  • a fuel injector for an internal-combustion engine is provided, as defined in Claim 1.
  • the reference number 1 designates, as a whole, a fuel injector (partially shown) for an internal-combustion engine, in particular a diesel engine.
  • the injector 1 comprises a hollow body or casing 2, commonly referred to as “injector body", which extends along a longitudinal axis 3, and has a lateral inlet 4 designed to be connected to a duct for delivery fuel at a high pressure, for example at a pressure of around 1600 bar.
  • the casing 2 terminates with an injection nozzle (not shown in the figure), which is in communication with the inlet 4 through a duct 4a, and is designed to inject fuel into a corresponding engine cylinder.
  • the casing 2 defines an axial cavity 6, in which a metering servovalve 5 is housed, comprising a valve body, made of a single piece and designated by the reference number 7.
  • the valve body 7 comprises a tubular portion 8 defining a blind axial hole 9 and a centring ridge 12, which radially projects with respect to a cylindrical outer surface of the portion 8 and is coupled with an internal surface 13 of the body 2.
  • a control rod 10 is able to slide axially in a fluid-tight way in the hole 9 to control, in a way known and not shown, an needle open/close element that opens and closes the injection nozzle.
  • the casing 2 defines another cavity 14 coaxial with the cavity 6 and housing an actuator 15, which comprises an electromagnet 16 and a notched-disk armature 17 operated by the electromagnet 16.
  • the armature 17 is made of a single piece with a sleeve 18, which extends along the axis 3.
  • the electromagnet 16 comprises a magnetic core 19, which has a surface 20 that is perpendicular to the axis 3 and defines an axial stop for the armature 17, said magnetic core 19 being held in position by a support 21.
  • the actuator 15 has an axial cavity 22 housing a helical compression spring 23, which is preloaded so as to exert a thrust on the armature 17 in the axial direction opposite to the attraction exerted by the electromagnet 16.
  • the spring 23 has one end resting against an internal shoulder of the support 21, and the other end acting on the armature 17 via axial interposition of a washer 24.
  • the metering servovalve 5 comprises a control chamber 26 radially delimited by the lateral surface of the hole 9 of the tubular portion 8.
  • the control chamber 26 is axially delimited on one side by a terminal surface 25 of the rod 10, which advantageously has the shape of a truncated-cone, and on the other side by a bottom surface 27 of the hole 9.
  • the control chamber 26 is in permanent communication with the inlet 4 through a duct 28 made in the portion 8 to receive pressurized fuel.
  • the duct 28 comprises a calibrated stretch 29 and gives out on one side into the control chamber 26 in the proximity of the bottom surface 27 and on the other side into an annular chamber 30, radially delimited by the surface 11 of the portion 8 and by an annular groove 31 of the internal surface of the cavity 6.
  • the annular chamber 30 is axially delimited on one side by the ridge 12 and on the other by a gasket 31a. Giving out into the annular chamber 30 is a duct 32 made in the body 2 and in communication with the inlet 4.
  • the valve body 7 comprises an intermediate axial portion defining an external flange 33, which projects radially with respect to the ridge 12, is housed in a portion 34 of the cavity 6 of oversized diameter, and is located axially in contact with an internal shoulder 35 of the cavity 6.
  • the flange 33 is gripped against the shoulder 35 by a threaded ring nut 36, screwed into an internal thread 37 of the portion 34 in order to guarantee fluid tightness against the shoulder 35.
  • the valve body 7 also comprises a guide element for the armature 17 and the sleeve 18.
  • Said element is defined by a substantially cylindrical stem 38 having a diameter much smaller than that of the flange 33.
  • the stem 38 projects in cantilever fashion from the flange 33, along the axis 3 on the side opposite to the tubular portion 8, i.e., towards the cavity 22.
  • the stem 38 is externally delimited by a lateral surface 39, which comprises a cylindrical portion for guiding axial sliding of the sleeve 18.
  • the sleeve 18 has an internal cylindrical surface 40, coupled to the lateral surface 39 of the stem 38, that is substantially fluid-tight, i.e., via a coupling with an appropriate diametral play, from example of less than 4 ⁇ m, or else via interposition of specific sealing elements.
  • the control chamber 26 is in permanent communication with a fuel-discharge duct, designated as a whole by the reference number 42.
  • the duct 42 comprises a blind axial stretch 43, made along the axis 3 in the valve body 7 (partly in the flange 33 and partly in the stem 38).
  • the duct 42 also comprises at least one outlet stretch 44, which is radial, starts from the stretch 43, and defines, at the opposite end, an outlet opening onto the lateral surface 39, in a position corresponding to a chamber 46 defined by an annular groove made in the lateral surface 39 of the stem 38.
  • the chamber 46 is obtained in an axial position adjacent to the flange 33 and is opened/closed by a terminal portion of the sleeve 18, which defines an open/close element 47 for the duct 42.
  • the open/close element 47 terminates with an internal surface 48 shaped like a truncated cone, which is designed to engage a surface 49 shaped like a truncated cone between for connection between the flange 33 and the stem 38 to define a sealing area.
  • the sleeve 18 slides on the stem 38, together with the armature 17, between an advanced end-of-travel position and a retracted end-of-travel position.
  • the open/close element 47 closes the annular chamber 46 and thus the outlet of the stretches 44 of the duct 42.
  • the open/close element 47 opens the chamber 46 sufficiently to allow the stretches 44 to discharge fuel from the control chamber 26 through the duct 42 and the chamber 46.
  • the passage section left open by the open/close element 47 has the shape of a truncated cone and is at least three times larger that the passage section of a single stretch 44.
  • the advanced end-of-travel position of the sleeve 18 is defined by the surface 48 of the open/close element 47 coming to bear upon the surface 49 having the shape of a truncated cone for connection between the flange 33 and the stem 38.
  • the retracted end-of-travel position of the sleeve 18 is defined by the armature 17 axially coming to bear upon the surface 20 of the core 19, with interposition of a nonmagnetic gap plate 51.
  • the chamber 46 is set in communication with a discharge duct of the injector (not shown), through an annular passage between the ring nut 36 and the sleeve, through the notches in the armature 17, through the cavity 22, and through an opening 52 of the support 21.
  • the spring 23 brings the armature 17, together with the open/close element 47, into the advanced end-of-travel position of Figure 1 .
  • the chamber 46 is closed, and the pressurized fuel arriving from the duct 28 re-establishes the high pressure in the control chamber 26 so that the rod 10 moves away from the bottom surface 27 and governs closing of the injection nozzle.
  • the fuel exerts a substantially zero resultant axial thrust on the sleeve 18, since the pressure in the chamber 46 acts only radially on the lateral surface 40 of the sleeve 18.
  • the duct 42 comprises calibrated restrictions.
  • restriction is understood a portion of duct in which the passage section available as a whole for the fuel is smaller than the passage section that the flow of fuel encounters upstream and downstream of said portion of duct.
  • the restriction is defined by said single hole.
  • the restriction is defined by the entirety of said holes.
  • calibrated is meant the fact that the passage section is provided precisely so as to define exactly a predetermined flow of fuel leaving the control chamber 26 and so as to cause a predetermined pressure drop between upstream to downstream.
  • the calibration may be achieved in a precise manner by a finishing operation of an experimental nature, which is carried out by getting an abrasive liquid to flow in the hole previously made (for example, by EDM or laser), setting a pressure upstream and downstream of said hole, and detecting the rate of flow: the flow rate tends to increase progressively with the abrasion caused by the liquid on the lateral surface of the hole (hydro-erosion or hydro-abrasion), until a pre-set design value is reached.
  • the flow is interrupted: in use, if there is a pressure upstream of the hole equal to the one set during the finishing operation, the final passage section obtained comes to define a pressure drop equal to the difference in pressure set between upstream and downstream of the hole during the finishing operation and a fuel flow rate equal to the preset design flow rate.
  • the restrictions of the duct 42 have a diameter of between 150 and 300 ⁇ m, whereas the stretch 43 of the duct 42 is obtained in the valve body 7 by means of a normal drill, without particular precision, to obtain a diameter that is at least four times larger than the diameter of the calibrated restrictions.
  • the calibrated restrictions are at least two and are arranged in series with respect to one another along the duct 42 (in the attached drawings, the diameter of the calibrated restrictions is shown only qualitatively and not in scale) so as to obtain respective successive pressure drops when the open/close element is in its retracted end-of-travel position.
  • the duct 42 comprises a widened intermediate portion, i.e., with a passage section greater that that of both of the calibrated restrictions.
  • one of the calibrated restrictions is defined by the combination of the two stretches 44, whilst the other is designated by the reference number 53 and is obtained in an element separate from the valve body 7 and subsequently fixed in a position corresponding to the bottom surface 27 of the hole 9.
  • the calibrated restriction 53 is provided in a cylindrical bushing 54 made of a relatively hard material, defining an insert housed in a seat 55 of the valve body 7 and set flush with the bottom surface 27.
  • the bushing 54 has an outer diameter such as to enable insertion and fixing by interference fit in the seat 55 after the finishing operation described above.
  • the calibrated restriction 53 extends axially for just part of the length of the bushing 54 and occupies a position adjacent to stretch 43, whereas the rest of the bushing 54 has an axial stretch 43a of larger diameter, for example, equal to that of stretch 43 in the valve body 7.
  • the volume of the stretch 43a comes to be added to the one defined by the bottom of the hole 9 to define the volume of the control chamber 26.
  • the bushing 54 could be reversed so as to have the calibrated restriction 53 that gives out directly onto the bottom of the hole 9, as appears from the variants of Figures 7 and 8 .
  • the calibrated restriction 53 may also be located in an intermediate axial position along the bushing 54.
  • a single stretch 44 with a calibrated passage section is provided.
  • this passage section is equal to the sum of the passage sections of the stretches 44 of the embodiment illustrated in Figures 1 and 2 .
  • the calibrated restriction 53 is obtained in a bushing 54a throughout its axial length.
  • the bushing 54a has an outer diameter substantially corresponding to that of the stretch 43, and is driven into this stretch 43 so that its bottom surface is flush with the bottom surface 27 of the hole 9.
  • the calibrated restriction 53 is obtained axially on a plate 56 located in the control chamber and resting axially against the valve body 7. Since the travel of the rod 10 for opening and closing the nozzle of the injector 1 is relatively small, the plate 56 may be held in contact with the bottom surface 27 by means of a compression spring 57 forced between the plate 56 and the terminal surface 25 of the rod 10.
  • the fact that the terminal surface 25 is shaped like a truncated cone enables it to perform the function of centring of the compression spring 57.
  • the plate 56 has a diameter smaller than that of the hole 9, whilst the compression spring 57 has the shape of a truncated cone.
  • the hole 9 comprises a bottom portion having a diameter corresponding to the outer diameter of the plate 56: in this case, the plate 56 could be fixed by interference fit in said bottom portion.
  • the duct 42 has an axial hole of relatively large diameter, made in the flange 33, to facilitate manufacture.
  • said axial hole of relatively large diameter is designated by the reference number 58 and terminates axially at an area of connection between the stem 38 and the flange 33.
  • the duct 42 comprises two holes 59, which are diametrally opposed, define a calibrated restriction, and are inclined with respect to the axis 3 by a certain angle so as to put the chamber 46 in direct communication with the bottom of the hole 58.
  • the angle of inclination with respect to the axis 3 is of between 30° and 45°.
  • the stem 38 By causing the hole 58 to be completely within the flange 33 of the valve body 7, the stem 38 proves to be more robust as compared to the embodiment of Figures 1 and 2 .
  • the diameter of the stem 38, and hence the diameter of the annular sealing area between the sleeve 18 and the stem 38 may consequently be reduced, with obvious benefits in limiting any leakage in said seal in dynamic conditions.
  • the diameter of the sealing area can now be reduced to a value of between 2.5 and 3.5 mm without the stem 38 becoming structurally weak.
  • the hole 58 has a diameter of between 8 and 20 times that of the calibrated restriction 53. In this way, the intersection of the holes 59 with the bottom of the hole 58 during drilling of the holes 59 is facilitated.
  • the calibrated restriction 53 is made in a cylindrical bushing 61 and extends throughout the length of the bushing 61.
  • the bushing 61 is driven, i.e., force fitted, into an axial seat 60 after the hole 58 has been cleaned.
  • the seat 60 has a diameter larger than that of the hole 58 and a length smaller than that of the hole 58 so that drive fitting is facilitated; the bushing 61 could have a slight conical external chamfer (not shown) on the side fitting into the flange 33 to facilitate its axial insertion into the seat 60.
  • the axial hole of relatively larger diameter is designated by the reference number 63 and defines the initial stretch of a blind axial hole 62.
  • the inlet of the stretch 63 houses a bushing 64 force fitted therein and having the calibrated restriction 53, which extends throughout the axial length of the bushing 64.
  • the bushing 64 could have a slight external conical chamfer (not shown) on the side fitting into the flange 33.
  • the hole 62 also comprises a blind stretch 66, having a diameter smaller than that of the stretch 63, extending beyond the flange 33 into the stem 38, and defining a calibrated restriction.
  • the diameter of the stretch 66 is greater than that of the calibrated restriction 53: for example, it is approximately twice that of the calibrated restriction 53. Notwithstanding the larger diameter, it is possible to obtain a pressure drop of the same order of magnitude as that caused by the calibrated restriction 53 by calibrating in an appropriate way the length of the stretch 66.
  • the diameter of the stretch 66 is in any case relatively small, the diameter of the stem 38 and hence the diameter of the seal with the sleeve 18 can be reduced with respect to the solution of Figures 1 and 2 . Also in this configuration, advantageously the diameter of the sealing area can be reduced down to a value of between 2.5 and 3.5 mm according to the materials chosen and the type of heat treatment adopted.
  • the duct 42 also comprises two diametrally opposed radial stretches 67, which are made so as to define a passage section larger than that of the stretch 66 and without any particular machining precision.
  • the stretches 67 give out directly into the calibrated stretch 66, on one side, and into the chamber 46, on the other.
  • bushings 61 and 64 are replaced by bushings similar to the one designated by the reference number 54 in Figure 1 .
  • the variants illustrated in Figures 7 and 8 differ from those illustrated in Figures 5 and 6 in that the calibrated restriction 53 is obtained in a bushing, 61a and 64a, respectively, and extends for a relatively small part of the axial length of the bushing 61a and 64a.
  • the calibrated restriction 53 is adjacent to the bottom surface 27 so that the volume of the control chamber 26 is exclusively defined by the volume at the bottom of the hole 9.
  • the remaining part of the bushing 61a and 64a has an axial hole 68 made with a diameter greater than that of the calibrated restriction 53, without any particular machining precision.
  • the hole 58 and the seat 60 are replaced by a blind axial hole 58a, which is made entirely within the flange 33 like the hole 58 in Figure 6 , but defines a cylindrical seat completely engaged by the bushing 61a.
  • the stretch 63 is completely engaged by the bushing 64a.
  • the bushing 61a and 64a is press-fitted into the hole 58a and into the stretch 63, respectively, until it bears upon a conical end narrowing of the hole 58a and of the stretch 63, respectively.
  • the stretches 67 are replaced by stretches 67a that define a calibrated restriction
  • the stretch 66 is replaced by a stretch 66a made without any particular precision and having a passage section larger than that of the stretches 67a
  • the calibrated restriction 53 is made in a plate 69, having a relatively small thickness and made of a relatively hard material, and is housed at the bottom of the stretch 63.
  • the plate 69 is not interference fitted, but is axially gripped to the bottom of the stretch 63 by an insert defined by a sleeve 70, which is interference fitted to the inlet of the stretch 63, is made of a relatively soft material to facilitate drive fitting, and defines a through hole, the volume of which comes to form part of the control chamber 26.
  • valve body 7 is replaced by three distinct pieces: a tubular body 75 (partially shown), which delimits the control chamber 26 radially and terminates with an external flange 33a axially resting against the shoulder 35, a disk 33b, which delimits the control chamber 26 axially on the opposite side of the terminal surface 25 and axially rests against the end of the body 75, and a distribution and guide body 76, which is made of a single piece and comprises the stem 38 and a base defining an external flange 33c.
  • the flange 33c is axially gripped via the ring nut 36 and is axially delimited by a surface 77, which axially rests against the disk 33b, in a fluid-tight way and in a fixed position.
  • the stem 38 extends axially in cantilever fashion from the base 33c in the opposite direction with respect to the disk 33b and comprises the calibrated restriction defined by the holes 44.
  • the blind stretch 43 is provided partly in the base 33c and partly in the stem 38; the calibrated restriction 53 and the stretch 43a are provided in the disk 33b.
  • the stretches 44 are inclined like the stretches 59 shown in Figures 5 and 7 .
  • the stretches 44 are made without any particular precision, whilst the calibrated restriction is made in the stretch 43, in a way similar to what has been shown as regards the stretch 66 of Figures 6 and 8 .
  • the body 76 is replaced by a body 78 that differs from the body 76 in that it comprises a seat 55a made in the flange 33c through the surface 77.
  • the stretch 43 is coaxial with the seat 55a and gives out directly into the seat 55a.
  • the seat 55a has a diameter greater than that of the stretch 43 and is engaged by an insert defined by a cylindrical bushing 54b, which is interference fitted in the seat 55b and set flush with the surface 77 of the base 33c.
  • the bushing 54b defines a calibrated restriction 79, set in series to the calibrated restrictions 44 and 53.
  • the calibrated restriction 79 extends for only part of the axial length of the bushing 54b and is in a position adjacent to the stretch 43.
  • the rest of the bushing 54b has an axial stretch 43b, having a diameter greater than that of the calibrated restrictions and communicating directly with stretch 43a.
  • the stretches 44 are inclined like the stretches 59 in Figures 5 and 7 ; or else the stretches 44 are made without any particular precision, whilst the calibrated restriction is made in the stretch 43, as in Figures 6 and 8 .
  • valve body 7 is replaced by two distinct pieces, one defined by the distribution body 76 of Figure 10 and the other by a valve body 80.
  • the valve body 80 radially and axially delimits the control chamber 26 and comprises a terminal portion 82 provided with the ridge 12 and an external flange 33d axially gripped between the flange 33c and the shoulder 35 (not shown).
  • the calibrated restriction 53 is made in the portion 82 and gives out into two coaxial stretches 83 and 84 of the duct 42.
  • the stretches 83 and 84 have a diameter greater than that of the calibrated restriction 53 and substantially equal to that of the stretch 43.
  • the stretch 83 is defined by a hole in the portion 82 and communicates directly with the control chamber 26;
  • the stretch 84 is defined by a seal ring 85, which is housed in a seat 86 and rests against the surface 77 to define fluid-tight seal of the duct 42 between the bodies 80 and 76.
  • the fluid tightness can again be obtained through metal-to-metal contact between the bodies 80 and 76 without any seal ring.
  • the calibrated restriction 53 is obtained in an insert axially driven into the portion 80 from the side facing the control chamber 26, as in the solutions represented in Figures 1 , 2, 3, 4 and 9 , or from the side facing the base 33c.
  • the calibrated restriction of the body 76 is defined by outlet stretches inclined like the stretches 59 of Figures 5 and 7 , or by a blind axial stretch like the stretch 66 of Figures 6 and 8 .
  • a third calibrated restriction is provided inside the body 76 or inside the valve body 80 and is located axially and in series between the calibrated restrictions 53 and 44.
  • the flange 33c has a circular seat 90, which is obtained along the surface 77 coaxially with the seat 86 and has the same diameter as the seat 86.
  • the seat 90 houses a disk 91, which has an axial hole 92 defining the third calibrated restriction.
  • the disk 91 is kept axially resting against the bottom of the seat 90 by a seal ring 85a, provided instead of the ring 85.
  • the ring 85a has a rectangular or square cross section, with an outer diameter substantially equal to the diameter of the seats 90 and 86 and engages both of the seats 90 and 86 to define a centring member between the two bodies 80 and 76.
  • the ring 85a provides three functions: axial centring between the bodies 80 and 76 during coupling, sealing between the bodies 80 and 76 around the fuel flow in the duct 42, and positioning of the disk 91 in the seat 90.
  • the axial end of the valve body 7, opposite to the portion 8, has an axial recess 139, which is defined by a surface 149 substantially shaped like a truncated cone and houses an open/close element 147.
  • the open/close element 147 is axially movable in response to the action of the actuator 15, in a way known and not described in detail, to open/close an axial outlet of the duct 42.
  • the open/close element 147 has a spherical external surface 148, which engages the surface 149 when the open/close element 147 is located in its advanced end-of-travel position or closing position so as to define a sealing area.
  • the duct 42 comprises a calibrated restriction 53 made in an element that is separate from the valve body 7, in particular in the bushing 54 that is inserted in the seat 55 of the valve body 7 and is set flush with the bottom surface 27.
  • the axial stretch 43 is made in the flange 33 and exits in an axial stretch 144 of the duct 42.
  • the stretch 144 defines a calibrated restriction set in series to, and coaxial with, the calibrated restriction 53.
  • the stretch 144 exits in a final axial stretch 130, which has a passage section larger than that of the stretch 144 and defines the outlet of the duct 42 onto the surface 149.
  • the pressure drop which, in use, occurs in the control chamber 26 and in the discharge duct when the open/close element 47 is in the open position, is split into as many pressure drops as are the calibrated restrictions set in series along the duct 42.
  • the pressure drop is split into two or more successive pressure drops: the cavitation phenomena, and hence phenomena of evaporation of the flow of fuel, are prevented or at least limited.
  • the total pressure drop of the flow of fuel from the control chamber 26 to the discharge environment is known.
  • the European patent application No. 08425460.6 describes how to split this pressure drop into two or more differentials. It is thus possible to obtain to a first approximation the value of the diameters of the calibrated restrictions, once the percentages into which the total pressure drop between the two holes or restrictions in series is to be split and once the flow rate from the control chamber 26 have been set.
  • the pressure drop associated to the first calibrated restriction is set so as to be greater than the subsequent ones. Consequently, the first calibrated restriction (designated by the reference number 53 in Figures 1 to 13 ) will have a passage section smaller than the subsequent calibrated restrictions.
  • the calibrated restriction 53 is associated to a pressure drop of at least 60% of the total pressure drop and, conveniently, 80%.
  • the ratio between the passage section of the second calibrated section and that of the first calibrated section is approximately equal to 2.
  • the hole or holes 44, 59, 66, 67a, 144 that define the last calibrated restriction are defined by a slight flaring 200, of a conical type, so as to be divergent, except possibly for their inlet 201 and their outlet 202, which can be chamfered or radiused, on account of the specific technologies used for providing and/or calibrating said holes.
  • the divergence of the holes 44, 59, 66, 67a, 144 corresponds to a slight increase in the passage section in the direction of advance of the flow of fuel so that it favours a reduction in the rate of flow of fuel and a rise in the pressure; this phenomenon tends to reduce the amount of bubbles of vapour at outlet from the calibrated restriction, and hence tends to limit the cavitation in the sealing area.
  • the conicity is comprised between 4% and 15% (understood as the ratio between the difference of the diameters and the length of the divergent stretch in percentage terms).
  • the holes 53, 92, 79 are purposely provided with a flaring or conicity so as to pay attention to the production technologies and prevent the geometrical shape obtained for said holes from being left to chance and the conicity or cylindricity of the holes from possibly being subject to variations from one injector to another in one and the same production lot, on account of the inevitable imprecisions in machining.
  • This attention to the geometrical shape of the calibrated restrictions has consequently repercussions in an equalization of the behaviour of the various injectors.
  • a tapering 205 (for example, conical) is chosen instead of a flaring, except possibly for its inlet 206 and its outlet 207, which can be chamfered or radiused, on account of the specific technologies used for obtaining and/or calibrating said hole 53.
  • the convergence of the calibrated hole 53 favours an increase in the rate of flow of the fuel and a further reduction in pressure, and favours inlet of the lines of flow of the fuel that flows in the discharge duct 42.
  • a possible cavitation and formation of vapour at outlet from the first calibrated restriction does not affect the service life of the injector 1 in so far as the phenomenon would be relatively far from the sealing area between the open/close element 47 and the stem 38.
  • restriction also the passage section defined in the region of the sealing area between the open/close element and the fluid-tightness seat
  • restriction there are three restrictions in series: the flow becomes in any case choked in a region corresponding to the second calibrated restriction (corresponding to the holes 44 of Figure 1 ) in any operating condition of the injector.
  • the divergence of the second calibrated restriction “smooths" the phenomenon of cavitation and prevents the flow in the passage section defined between the open/close element and the fluid-tightness seat from possibly being cavitating.
  • the flow rate Q will be substantially equal to the one set in the design stage, and will not be affected by the pressure and by operation of all the other restrictions, which "adapt" to the flow rate Q set by the holes 44.
  • the flaring of the holes 44 is provided to smooth the phenomenon of cavitation due to the pressure drop associated to the last calibrated restriction so as to reduce the risks of presence of vapour in the sealing area.
  • the divergence reduces the rate of flow of fuel and consequently tends to recompress the fuel to reduce the phenomenon of cavitation in the region of the sealing area of the open/close element.
  • the flow of the second calibrated restriction will always be choked, i.e., cavitating; in this way, the flow rate Q that traverses the restrictions in series will be constant and independent of the different conditions of pressure that are set up in the control chamber 26 as the operating conditions of the engine vary. All this results in a robustness and stability of operation of the injector.
  • the holes of the calibrated restrictions are not cylindrical enables a more stable operation of the injector over time, because a cylindrical hole, without any conicity, is in general more subject to erosion.
  • no hole can ever be perfectly cylindrical; consequently, it is better to provide a hole with a pre-set conicity instead of providing a cylindrical hole with an uncertainty on the geometrical tolerances.
  • the balanced-type metering servovalve 5 of Figures 1-13 could comprise an open/close element defined by an axial pin sliding in a sleeve fixed with respect to the casing 2 and defining the final part of the duct 42.
  • An adjustment spacer could be provided between the bodies 76 and 80 in the embodiment of Figure 12 , even though in this case additional finishing and surface-hardening operations would be required.
  • the actuator 15 could be replaced by a piezoelectric actuator, which, when subjected to a voltage, increases its own axial dimension to actuate the sleeve 18 in order to open the outlet of the duct 42.
  • the chamber 46 could be at least partially dug in the surface 40, but always with a shape such that the open/close element 47 defined by the sleeve 18 is subject to a zero pressure resultant along the axis 3 when it is located in the closing end-of-travel position.
  • the axes of the stretches 44 could lie in different planes, and/or could not all be set equal distances apart from one another about the axis 3, and/or the calibrated holes could be limited to just a part of the stretches 44.
  • the duct 42 might not be symmetrical with respect to the axis 3; for example, the stretches 44 could have different cross sections and/or diameters, but always calibrated and flared or tapered to generate an appropriate pressure drop.

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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)
EP09425297A 2009-07-23 2009-07-23 Brennstoffeinspritzvorrichtung mit Mess-Servoventil für einen Verbrennungsmotor Active EP2292918B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AT09425297T ATE523684T1 (de) 2009-07-23 2009-07-23 Brennstoffeinspritzvorrichtung mit mess- servoventil für einen verbrennungsmotor
EP09425297A EP2292918B1 (de) 2009-07-23 2009-07-23 Brennstoffeinspritzvorrichtung mit Mess-Servoventil für einen Verbrennungsmotor

Applications Claiming Priority (1)

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EP09425297A EP2292918B1 (de) 2009-07-23 2009-07-23 Brennstoffeinspritzvorrichtung mit Mess-Servoventil für einen Verbrennungsmotor

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8690075B2 (en) 2011-11-07 2014-04-08 Caterpillar Inc. Fuel injector with needle control system that includes F, A, Z and E orifices
DE102014000451A1 (de) * 2014-01-16 2015-01-29 L'orange Gmbh Kraftstoffinjektor
CN106523222A (zh) * 2017-01-18 2017-03-22 哈尔滨工程大学 一种带有刻沟的双路进油谐振孔板式电控喷油器

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU197666U1 (ru) * 2020-01-27 2020-05-21 Общество с ограниченной ответственностью Управляющая компания "Алтайский завод прецизионных изделий" Топливная форсунка

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1126160A2 (de) * 2000-02-17 2001-08-22 Siemens Aktiengesellschaft Einspritzventil für die Einspritzung von Kraftstoff in eine Verbrennungskraftmaschine
EP1306545A2 (de) * 2001-10-23 2003-05-02 Robert Bosch Gmbh Magnetventil zur Steuerung eines Einspritzventils
WO2003071122A1 (de) * 2002-02-22 2003-08-28 Crt Common Rail Technologies Ag Brennstoffeinspritzventil für verbrennungskraftmaschinen
EP1612403A1 (de) 2004-06-30 2006-01-04 C.R.F. Societa' Consortile per Azioni Servoventil zum Steuern eines Einspritzventils einer Brennkraftmaschine
EP1916411A2 (de) * 2006-10-25 2008-04-30 Robert Bosch Gmbh Kraftstoffeinspritzventileinrichtung
DE102007009165A1 (de) * 2007-02-26 2008-08-28 Robert Bosch Gmbh Kraftstoffinjektor mit einer zusätzlichen Ablaufdrossel oder mit einer verbesserten Anordnung derselben im Steuerventil
EP1985840A1 (de) * 2007-04-23 2008-10-29 C.R.F. Società Consortile per Azioni Kraftstoffeinspritzventil mit kraftausgeglichenem Steuer- und Zumess-ventil für eine Brennkraftmaschine

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1126160A2 (de) * 2000-02-17 2001-08-22 Siemens Aktiengesellschaft Einspritzventil für die Einspritzung von Kraftstoff in eine Verbrennungskraftmaschine
EP1306545A2 (de) * 2001-10-23 2003-05-02 Robert Bosch Gmbh Magnetventil zur Steuerung eines Einspritzventils
WO2003071122A1 (de) * 2002-02-22 2003-08-28 Crt Common Rail Technologies Ag Brennstoffeinspritzventil für verbrennungskraftmaschinen
EP1612403A1 (de) 2004-06-30 2006-01-04 C.R.F. Societa' Consortile per Azioni Servoventil zum Steuern eines Einspritzventils einer Brennkraftmaschine
EP1916411A2 (de) * 2006-10-25 2008-04-30 Robert Bosch Gmbh Kraftstoffeinspritzventileinrichtung
DE102007009165A1 (de) * 2007-02-26 2008-08-28 Robert Bosch Gmbh Kraftstoffinjektor mit einer zusätzlichen Ablaufdrossel oder mit einer verbesserten Anordnung derselben im Steuerventil
EP1985840A1 (de) * 2007-04-23 2008-10-29 C.R.F. Società Consortile per Azioni Kraftstoffeinspritzventil mit kraftausgeglichenem Steuer- und Zumess-ventil für eine Brennkraftmaschine

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8690075B2 (en) 2011-11-07 2014-04-08 Caterpillar Inc. Fuel injector with needle control system that includes F, A, Z and E orifices
DE102014000451A1 (de) * 2014-01-16 2015-01-29 L'orange Gmbh Kraftstoffinjektor
CN106523222A (zh) * 2017-01-18 2017-03-22 哈尔滨工程大学 一种带有刻沟的双路进油谐振孔板式电控喷油器

Also Published As

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ATE523684T1 (de) 2011-09-15

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