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WO2002066817A1 - Appareil d'injection de carburant commande electriquement - Google Patents

Appareil d'injection de carburant commande electriquement Download PDF

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Publication number
WO2002066817A1
WO2002066817A1 PCT/CN2002/000086 CN0200086W WO02066817A1 WO 2002066817 A1 WO2002066817 A1 WO 2002066817A1 CN 0200086 W CN0200086 W CN 0200086W WO 02066817 A1 WO02066817 A1 WO 02066817A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel injection
armature
injection device
valve
electric fuel
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.)
Ceased
Application number
PCT/CN2002/000086
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English (en)
French (fr)
Inventor
Daguang Xi
Songling Cao
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Priority to BR0207538-5A priority Critical patent/BR0207538A/pt
Priority to DE60210753T priority patent/DE60210753T2/de
Priority to US10/468,099 priority patent/US6964263B2/en
Priority to EP02703448A priority patent/EP1367255B8/en
Priority to JP2002566108A priority patent/JP2004520533A/ja
Publication of WO2002066817A1 publication Critical patent/WO2002066817A1/zh
Anticipated expiration legal-status Critical
Ceased 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/027—Injectors structurally combined with fuel-injection pumps characterised by the pump drive electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/04—Engines with reciprocating-piston pumps; Engines with crankcase pumps with simple crankcase pumps, i.e. with the rear face of a non-stepped working piston acting as sole pumping member in co-operation with the crankcase
    • 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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/04—Pumps peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/08—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series the valves opening in direction of fuel flow

Definitions

  • the invention relates to an electric fuel injection device, in particular to an electric fuel injection device driven by an electromagnetic coil. Background technique
  • Existing electric fuel injection devices can be divided into two categories: one is that the electronic system only controls the opening and closing of the injector, and the injection pressure is completely from another mechanical or electric oil pump system; one is that it depends on electronics The system controls the electromagnetic force to periodically drive the plunger pump to generate the injection pressure and complete the pulse injection system.
  • the former devices are the electronic fuel injection system used in ordinary four-stroke gasoline engines and the electronically controlled high-pressure common rail fuel injection system used in high-speed diesel engines (see Chapter 6 of "Internal Combustion Engine” edited by Zhou Longbao, Machinery Industry Press, Beijing, 1999)
  • the latter type such as the fuel injection system of the German Ficht Company, which operates on the principle of solid energy storage (see US Patent 5,469, 828, 1995 and Chinese patent application 96194815.
  • the object of the present invention is to provide a higher working frequency and a sufficiently high injection pressure. Electric fuel injection device to meet the requirements of high-speed engines.
  • an electric fuel injection device comprising: a fuel inlet device, a fuel driving device and a fuel injection device, and the fuel entering from the fuel inlet device passes through the fuel
  • the function of the driving device is ejected from the fuel injection device.
  • the fuel driving device includes a working coil and a return coil, and a driven device driven by the electromagnetic field of the two wires.
  • the magnetic circuit formed by the working wire drives the driven device to make fuel spray from The ejection device ejects, and the magnetic circuit formed by the returning coil returns the returning device.
  • the electromagnetic field of each coil is generated by the so-called PWM voltage and current waves, that is, pulse width adjusted voltage and current waves, which are input through the respective wiring.
  • the working coil and the return line ⁇ are coaxially arranged, and the direction of the electric current is to be controlled so that the direction of the magnetic field passing through the driven device maintains a fixed uniform relationship or alternating relationship.
  • the driven device part of the present invention includes two parts, an armature and a plunger, both of which may be a whole or two separate bodies, and may be made of different materials.
  • the shape of the plunger is basically a cylinder, and a through fuel passage is provided at the center of the plunger, and a shoulder is provided at the front end to limit the initial position of the plunger. Between the separated plunger and the armature is a gang controlled by the armature to close the fuel passage.
  • the valve body of the valve can be a sphere and located at the front end of the armature.
  • the valve body is embedded in the armature, between the spherical valve body and the armature
  • a cushion body may be provided, and for example, a valve seat with a conical surface may be provided at the rear end of the plunger.
  • the shape of the armature is approximately cylindrical, and an axial through hole or a through groove is formed on the armature.
  • a boss is provided on the front face of the inlaid spherical valve body, and a material removal portion of the armature is provided with a ring groove. The movement of the armature is restricted in the armature chamber, and its front end surface is always within the magnetic gap of the forward drive magnetic circuit or its vicinity, and the rear end surface is always within the magnetic gap of the return drive magnetic circuit or its vicinity.
  • the objects forming the side of the armature chamber include a magnet that slides with the armature, such as pure iron, low carbon steel, etc., and a non-conductive or low-magnet magnetic gap that cooperates with the armature, such as copper or stainless steel.
  • a further improvement of the fuel injection device of the present invention further includes an elastic energy storage element with a small amount of deformation provided between the armature chamber rear end and the armature, such as a bent and deformed metal sheet, or a ring-shaped coil wire spring.
  • the fuel inlet device of the fuel injection device of the present invention includes a ring groove provided on the cavity, a check valve, a fuel inlet provided on the housing, and an oil return mechanism.
  • the outlet of the check valve is connected to the pressure chamber, and the inlet is connected to the ring groove.
  • the cavity may also be provided with a channel connecting the armature chamber and the annular groove, so as to facilitate a large amount of oil return.
  • a rear body may be provided between the armature chamber and the oil return outlet, and a through hole is provided on the armature chamber, which is always in communication with the armature chamber through a channel or groove on the armature.
  • the rear body can also be made of a hard magnetic material or a permanent magnetic material.
  • An oil return check valve can also be provided in the oil return pipe or rear body to force a sufficiently large oil return flow using the return action of the driven device instead of the low pressure oil supply device.
  • the fuel injection device of the fuel injection device of the present invention includes a fuel outlet valve, a high-pressure fuel passage, and an atomizing nozzle.
  • the oil outlet valve consists of a valve body, a wide seat, and a spring.
  • the valve body can be a sphere, the valve seat can be an axisymmetric curved surface, or the valve body is a flat sheet, and the valve seat is a type 0 figure.
  • the high-pressure fuel passage may be a hole in the cavity where the atomizing nozzle is installed, or it may be an inner hole of a high-pressure oil pipe connecting the oil outlet valve and the atomizing nozzle.
  • the atomizing nozzle is composed of a nozzle body, a needle valve stem, and a spring.
  • the cone of the front end portion of the needle valve stem forms the valve body, the cone surface of the nozzle body forms the valve seat, and the nozzle body is provided with an oil inlet hole and a channel;
  • the valve cap is integrated with the valve stem, and the axial clearance between the valve cap and the nozzle body forms the maximum lift of the needle valve.
  • the forward and reverse movements of the driven device are respectively controlled by two externally-operated pulsed electromagnetic signals, and the driven device is hardly affected by any period of time during the initial movement or return movement.
  • the effect of resistance so the acceleration and speed of forward injection and / or reverse return can be large.
  • enough kinetic energy can be obtained to impact the fuel in the pressure chamber. It can not only increase the fuel injection pressure, but also can obtain a very high operating frequency. Such as 150 Hz.
  • Coaxial arrangement of the working coil and the return coil can make the system compact; opening axial through holes or slots in the armature can reduce the flow resistance caused by the flow of fuel relative to the armature to negligible, and the armature and The sliding or clearance cooperation on the side of the armature chamber ensures that the movement of the armature is not affected by solid friction.
  • the central groove of the armature is set to adjust the movement quality of the driven device, and the elastic energy storage element can prevent the armature from being armature chamber Suction on the rear face. These are conducive to the reliability of the device at high frequencies.
  • the space occupied by fuel includes pressure chambers, armature chambers, and high-pressure channels. Among them, the bubbles in the pressure chamber and the high-pressure channel have the most serious impact on normal work.
  • the high-pressure passage refers to the space through which the fuel passes between the pressure chamber and the nozzle, and the armature chamber refers to the space required for the armature to reciprocate.
  • the main sources of air bubbles are: residual air; part of the fuel in the high-pressure passage or pressure chamber is heated and vaporized by the heat introduced from the outside, such as the combustion chamber; part of the fuel in the armature chamber is vaporized by frictional heat or resistance heat generated by the coil; armature Evaporation of fuel and precipitation of dissolved gas caused by local negative pressure of the fuel in the room or pressure chamber due to movement. Because the present invention deliberately designs various schemes for reducing air bubbles, it can ensure the reliability and stability of the device at high operating frequencies.
  • the driven device is divided into two parts: the street iron and the plunger, and a channel and a valve that can cut off the channel are provided on the plunger, which can shorten the channel for oil return and bubble removal, which is very conducive to the removal of bubbles in the pressure chamber; Setting an oil return system with sufficient flow can cool the fuel injection device, prevent air bubbles from being generated due to overheating of the fuel, and at the same time remove air bubbles generated inside the system.
  • the invention provides an oil outlet valve in the fuel injection device of the fuel injection device, which can maintain a certain initial pressure in the high-pressure passage, prevent the existence of air bubbles in the high-pressure passage, and The fuel injection amount is more stable each time.
  • the atomizing nozzle can be installed on the main body of the fuel injection device, or can be connected to the main body of the device through a high-pressure oil pipe to facilitate the installation of the nozzle on the engine.
  • Fig. 1 is a longitudinal sectional view of an embodiment of an electric fuel injection device designed according to the present invention.
  • Fig. 2 is a longitudinal sectional view of another embodiment of an electric fuel injection device designed and optimized according to the present invention.
  • Fig. 3 is a transverse sectional view of the armature according to the present invention.
  • FIG. 4 is a system schematic diagram of a two-stroke engine to which the electric fuel injection device of the present invention is applied. detailed description
  • the slave device 114 is at the rearmost position, as shown in FIG. 1.
  • the fuel enters the pressure chamber 43 of the driving unit 112 from the fuel entering unit 110.
  • the forward driving electromagnetic force generated by the formed magnetic field will cause the driven device 114 to accelerate the forward movement, and when the front end of the driven device is facing the ball valve body 115, it starts to quickly Impacting the fuel in the compression pressure chamber 43 raises its pressure.
  • the pressure is high enough, the self-opening fuel atomizing nozzle 36 in the fuel injection device 113 is opened, and the fuel is ejected.
  • the reverse driving electromagnetic force formed by the pulse current of the return solenoid 12 returns the driven device 114, the fuel injection ends, and new fuel is sucked into the pressure chamber 43 to complete an injection cycle.
  • this device can generate sufficient injection pressure under the short-term action of limited electromagnetic force because the driven device 114 must perform A free acceleration stroke without load, so that enough kinetic energy is accumulated to hit the fuel in the pressure chamber 43. That is, in the initial position of the driven device 114, the front end of the driven device 114 is not in contact with the valve body 115, but has a gap S. When the driven device 114 moves forward, the front and rear spaces communicate through the through hole 116, so the pressure is not applied. The fuel in the chamber 43 is pressurized, and at the same time, there is almost no resistance to the movement of the follower 114 due to the existence of the longitudinal through groove 57.
  • the valve body 115 closes the passage 116, so that the fuel in the pressure chamber 43 will be compressed. Since the driven device 114 has accumulated sufficient kinetic energy during the no-load motion stroke, the fuel pressure in the pressure chamber 43 will rise enough to allow the fuel to be ejected from the fuel injection device 113 and atomized. In fact, if the electromagnetic force still drives the driven device 114 to continue to move forward after the stroke S, the power for pressurizing the fuel in the pressure chamber 43 has an electromagnetic force in addition to the impact of the driven device 114. The injection pressure and fuel injection quantity are obviously affected by the magnitude and duration of the electromagnetic force.
  • the working coil 13 and the return coil 12 are respectively wound on the non-metallic frames 18 and 14, and the periphery thereof is filled with insulating materials 17 and 15.
  • the magnetic circuit surrounding the working coil 13 is composed of the magnets 7, 6, 8, 10, 9 and the working magnetic gap 11 and the first half of the armature 56.
  • the magnetic circuit surrounding the return line cluster 12 is composed of the magnets 1, 2, 3, 6, 4 and the return magnetic gap 5 and the second half of the armature 56, wherein the materials of the working magnetic gap 11 and the return magnetic gap 11 It may be a gap, or it may be made of a non-conductive magnet such as plastic, copper, or stainless steel.
  • Each cross section of the two coils 12, 13 is substantially rectangular or trapezoidal.
  • the two magnetic circuits are contained in a casing 19, and the casing 19 is further provided with an oil inlet 20 and an oil return 59.
  • the housing 19 and the front end body 32 are connected by a thread 84 so as to confine each component to a corresponding position.
  • the follower 114 is divided into two parts, the armature 56 and the plunger 46.
  • the basic geometric feature of the armature 56 is a rotating body, which is processed with longitudinal holes / or grooves 57, ring grooves 63, other holes 62, cavities 53 and the like.
  • the longitudinal groove 57 serves as a fuel passage and can reduce the weight of the armature, because the weight of the armature affects the high-speed characteristics and impact force.
  • the fuel flowing through the groove 57 can scour and cool the armature 56 and its surrounding components, and the groove 57 is also beneficial to reduce the movement resistance of the armature 56.
  • the ring groove 63 is located in the middle of both end faces of the armature and is a section of material cut-out on the armature. The purpose of the ring groove 63 is to adjust the weight of the armature without affecting the linear motion of the armature.
  • the hole or groove 62 serves as a part of the oil return passage, which can ensure the smooth flow of oil return when the armature 56 is located at the rear position.
  • the cylindrical cavity 53 is used for embedding the cushion body 54 and the partially spherical valve body 52.
  • the end of the cushion body 54 is flat, and there is a contact surface 55 between the armature and the armature; the other end of the cushion body 54 is a tapered surface 66, and the valve body 52 is seated on this surface.
  • a boss 83 is provided at the front end of the armature 56. The cushion body 54 and the spherical valve body 52 are prevented from leaving the cavity 53 by the pressure deformation of the boss 83.
  • the armature 56 reciprocates in a substantially cylindrical space 50.
  • the side of this cylindrical space 50 is formed by two shells of the magnetic circuit, one end face is formed by the end body 60, and the other end boundary is formed by the end faces of the plunger 46, the plunger sleeve 82, and the cavity 33.
  • a small amount of axial elastic deformation (for example, 0.05 to 0.3 mm) can be set.
  • the energy storage element 109 may be a curved steel plate or an annular spiral wire spring. The reciprocating end of the armature 56 is restricted by the energy storage element 109.
  • the end body 60 may be made of a hard magnetic material or an armature chamber with a very rigid spring 48 may be provided.
  • the length of the armature 56 is designed as follows: In the initial position, the end face 81 of the armature is located within the length of the working magnetic gap 11. The position of the other end of the movement of the armature 56 depends on the energizing pulses and the like of the working coil 13 and the return coil 12.
  • the plunger 46 is coaxially arranged with the armature 56 and passes through the inner hole of the plunger sleeve 82, and one end extends into To the armature chamber 50, the other end extends into the pressure chamber 43.
  • a conical valve seat 47 is provided on one end of the plunger 46 in the armature chamber 50.
  • On one end of the plunger 46 in the pressure chamber 43 a disk-shaped shoulder 68 and a section of cylindrical spring guide 67 are provided on one end of the plunger 46 in the pressure chamber 43.
  • the diameter of the disc-shaped shoulder 68 is larger than the inner hole of the plunger sleeve 82. Therefore, when the shoulder 68 meets the end face of the plunger sleeve 82, further movement of the plunger 46 toward the armature chamber is restricted.
  • one or more passages 45 connecting the pressure chamber 43 and the armature chamber 50 are provided on the center line of the plunger 46.
  • the function of the passages is to discharge the air bubbles in the pressure chamber and return the oil.
  • the passage 45 is cut off by the valve body 52 coming into contact with the valve seat 47.
  • the plunger 46 and the inner hole of the plunger sleeve 82 are matched according to the requirements of a common plunger oil pump.
  • the plunger sleeve 82 may be a part of the cavity 33 or may be embedded in the cavity 33 as a stand-alone body in a static fit manner.
  • the pressure chamber 43 is provided in the cavity 33, and the boundary of one end thereof is the end face 44 of the plunger sleeve, while the other end thereof is the end face 69 of the oil outlet valve 30.
  • An oil inlet hole 28 is provided on the side of the pressure chamber 43.
  • a check valve 27 is connected to the other end of the oil inlet hole 28.
  • a spring 42 is provided for returning the plunger 46. One end of the spring 42 is pressed against the plunger shoulder 68, and the other end is pressed against the end surface 69 of the oil outlet valve.
  • the oil outlet valve 30 is located between the end of the pressure chamber 43 and the beginning of the high-pressure passage 41.
  • the oil outlet valve 30 is composed of a valve body 29, a spring 31, a valve seat 85, and a rear end cover 71.
  • the valve body 29 is a sphere
  • the valve seat 72 is an axisymmetric curved surface, or the valve body 29 is a flat sheet
  • the valve seat 72 is a ⁇ "ring.
  • the spring 31-end presses the valve body 29 toward the sealing surface 72 of the valve seat. The other end is pressed on the rear end cover 71.
  • the stiffness of the spring 31 affects the level of the residual pressure in the high-pressure passage 41.
  • the maintenance of a certain residual pressure in the high-pressure passage 41 is to prevent the internal fuel from generating bubbles due to vaporization and the like.
  • the high-pressure passage 41 refers to a space that can be reached by the fuel from the outlet end surface 70 of the oil outlet valve 31 to the nozzle seal band 35.
  • the high-pressure passage 41 is a generally cylindrical space, and its length depends on the distance between the oil outlet valve 30 and the nozzle 36. If the distance between the oil outlet valve 30 and the nozzle 36 is large, a high-pressure oil pipe may be provided between the oil outlet valve 30 and the nozzle 36 to form a high-pressure passage 41.
  • the nozzle 36 is a conical valve with a spring preload force, which is located downstream of the high-pressure passage 41.
  • the nozzle 36 is composed of a nozzle body 86, a cone valve stem 40, a bonnet 73, a pretension spring 39, and the like.
  • the cone 74 of one end of the cone valve stem 40 forms a valve body, and the cone surface 75 of the outlet of the fuel passage 37 in the nozzle 36 forms a valve seat. Under the pretension of the spring 39, the valve body is seated on the valve seat 75 so that the nozzle is in a closed state. Fuel enters the passage 37 through the inlet 38. When the thrust generated by the fuel pressure on the valve pestle 40 is greater than the spring pre-tensioning force, the nozzle opens to inject fuel.
  • the fuel inlet 20 leads directly to an annular groove 22 surrounding the pressure chamber.
  • a part of the fuel in the annular groove 22 enters the armature chamber 50 through the passage 49, and the other part enters the pressure chamber 43 through the check valve 23.
  • the check valve 23 is composed of a valve body 25, a valve seat 76, and a spring 26.
  • An oil return outlet 59 provided on the housing 19 is located at the other end of the armature 56 opposite to the plunger 46 on the axis. This position is selected as the fuel outlet mainly to form an axial pressure gradient in the armature chamber 50. It is well known that bubbles in liquids with a pressure gradient always move in the negative direction of the gradient. Thus, the air bubbles in the armature chamber 50, especially near the valve seat 47, are discharged out of the body in the direction of the liquid flow. Most of the air bubbles near the valve seat 47 come from the pressure chamber 43. In the initial position of the armature 56, the pressure chamber 43 and the armature chamber 50 communicate with each other because the valve body 52 is separated from the valve seat 47. At this time, the air bubbles in the pressure chamber 43 will reach the valve seat 47 along the passage 45.
  • the fuel injection device of the present invention is suitable for an internal combustion engine, such as a four-stroke spark-ignition engine with port injection, a spark-ignition engine with direct injection in the cylinder, and is particularly suitable for a two-stroke direct-injection spark-ignition engine.
  • Fig. 4 shows an in-cylinder injection spark-ignition two-stroke engine system using this device.
  • the fuel injection device 88 designed according to the present invention is mounted on the cylinder head 96, and its role is to pressurize the fuel from the low-pressure oil pump 93 and inject it into the cylinder combustion chamber 99.
  • the injection is controlled by the electronic control unit 104 after the exhaust port is closed and before the spark plug is ignited get on.
  • the fuel injection amount and fuel injection timing are mainly determined based on signals from the throttle position sensor 101 or the crankcase pressure sensor 109, the intake air temperature sensor 102, and the crank angle and rotation number sensor 103.
  • Part of the fuel provided by the low-pressure fuel pump 93 is injected into the cylinder by the injection device 88 for combustion, and most of it circulates in a circuit composed of a low-pressure fuel pipe 95, a cooler 92, an oil pump 93, and a filter 94.
  • the main task of this loop is to remove heat from the injection device 88.
  • the amount of oil consumed by the combustion of the engine is supplemented by the fuel tank 91 to the cooler 92.
  • the above system basically eliminates the possibility that part of the fuel is directly discharged to the atmosphere through the exhaust port 108 without burning.
  • the direct-injection two-stroke engine requires twice the operating frequency of the fuel injection device than the four-stroke engine. Because a two-stroke engine burns every 360 degrees of crankshaft angle, a four-stroke engine burns every 720 degrees of crankshaft angle. For example, for a two-stroke engine with a maximum speed of 9000 rpm, the operating frequency of the injection device is higher than 150 Hz.
  • the electric fuel injection device of the present invention can overcome the shortcomings of similar fuel injection devices with a single magnetic circuit structure in the past that are difficult to operate at high speed and reliability, and is particularly suitable for four-stroke and two-stroke engines for motorcycles with very high speeds.

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

Description

电动燃油喷射装置 技术领域
本发明涉及一种电动燃油喷射装置， 特别是一种利用电磁线 圈驱动的电动燃油喷射装置。 背景技术
现有的电动燃油喷射装置可以分为两类： 一类是电子系统只 控制喷油器的开启和关闭， 而喷射压力完全来自于另一个机械式 或电动式油泵的系统； 一类是依靠电子系统控制电磁力来定时驱 动柱塞泵而产生喷油压力并完成脉冲喷射的系统。 前一类装置如 普通四冲程汽油机所采用的电子燃油喷射系统和高速柴油机所用 的电控高压共轨燃油喷射系统（参见周龙保主编 《内燃机学》 第 六章， 机械工业出版社， 北京， 1999 ) , 而后一类如依靠固体蓄 能原理工作的德国 Ficht公司的燃油喷射系统 （参见美国专利 5, 469, 828, 1995 和中国专利申请 96194815. 9， 1998 ) 。 前一 类装置的主要问题是系统复杂， 成本昂贵， 所以难以在成本受限 的发动机例如摩托车发动机上应用。 后一类装置的最大优点是系 统简单， 成本低廉， 但以往的这类装置中只用单线圈控制从动件 正方向运动， 而回位依靠弹簧力， 这样就不可避免的要使正向电 磁驱动力的一部分用来克服弹簧的阻力， 并且从动件的运动受弹 簧刚度及预紧力的影响很大， 从而使喷油系统的最高工作频率受 限， 喷油压力也较低， 也就难以应用在转速非常高的摩托车等发 动机上。 发明内容
本发明之目的在于提供一种工作频率更高而喷油压力足够高 的电动燃油喷射装置， 从而满足高转速发动机的要求。
本发明之目的通过下列技术方案达到， 即一种电动燃油喷射 装置， 它包括： 一个燃油进入装置， 一个燃油驱动装置和一个燃 油喷出装置， 从所述燃油进入装置进入的燃油通过所述燃油驱动 装置的作用从所述燃油喷出装置喷出。 所述燃油驱动装置包括一 个工作线圈和一个回位线圈及由这两个线團之电磁场驱动的从动 装置， 所述工作线團形成的磁回路驱动所述从动装置使燃油从所 迷喷出装置喷出， 所迷回位线圈形成的磁回路使所迷从动装置回 位。 每个线圈之电磁场依靠通过各自的接线输入的所谓的 PWM电 压电流波， 即脉宽调节电压电流波来产生。
本发明尤其将工作线圈和回位线圏同轴设置， 并且要控制电 流的方向使穿过所述从动装置的磁场方向保持固定的一致关系或 交变关系。
本发明所述从动装置部分包括衔铁和柱塞两部分， 两者可以 是一个整体， 也可以是两个分离体， 可用不同材料制造。 柱塞形 状基本为圆柱体， 并在其中心设有一贯通的燃油通道， 在其前端 部设有凸肩以限制柱塞的初始位置。 在分离的柱塞和衔铁之间设 有一由衔铁控制的关闭燃油通道的岡， 该阀之阀体可为球体并设 于衔铁之前端， 阀体被嵌入衔铁中， 球形阀体与衔铁之间可设一 垫体， 而例如为圆锥面的阀座可设于柱塞之后端。 衔铁的形状大 致为圆柱形， 在其上开有轴向通孔或通槽， 在镶嵌球形阀体的前 端面上设有一凸台， 在衔铁中部设有材料的去除部分一一环槽。 銜铁的运动被限制在衔铁室中， 其前端面始终处于正向驱动磁路 的磁隙或其临近范围之内， 后端面始终处于回位驱动磁路的磁隙 或其临近范围之内。 构成衔铁室側面的物体包括与衔铁滑动配合 的导磁体， 例如纯铁、 低碳钢等， 以及与衔铁滑动或者间隙配合 的非导磁体或低导磁体磁隙， 例如铜或者不锈钢等。 本发明之燃油喷射装置之进一步改进还包括在所述衔铁室最 后端与衔铁之间设置有一变形量很小的弹性储能元件， 例如一弯 曲变形的金属片， 或者一环状螺旋钢丝弹簧。
本发明之燃油喷射装置的燃油进入装置包括设在腔体上的环 槽、 单向阀和设在外壳上的燃油入口， 以及回油机构。 该单向阀 的出口与压力室相通， 进口与环槽相通。 另外， 在腔体上还可以 设有连通衔铁室与环槽的通道， 以利于大量回油。 衔铁室与回油 出口之间可设有后端体， 其上设有通孔， 并通过衔铁上的通道或 沟槽保持与衔铁室始终连通。 后端体也可由硬磁材料或永磁材料 制成。 在回油管道或后端体中， 也可以设置一个回油单向阀， 以 利用从动装置的回位动作强制产生足够大的回油流量， 代替低压 供油装置。
本发明之燃油喷射装置的燃油喷出装置包阔出油阀、 高压燃 油通道和雾化喷嘴。 出油阀由阀体、 阔座及弹簧组成， 其中阀体 可以是球体、 阀座可以是轴对称曲面， 或者阀体是平面薄片、 阀 座为 0型圖。 高压燃油通道可以是腔体中安装雾化喷嘴的孔， 也 可为连接出油阀与雾化喷嘴的一根高压油管的内孔。 雾化喷嘴由 喷嘴体、 针阀杆以及弹簧等組成， 其中针阀杆的前端部分的锥体 形成阀体， 喷嘴体上的锥面形成阀座， 喷嘴体上开有进油孔和通 道； 阀帽与阀杆成一整体， 其与喷嘴体之间的轴向间隙形成针阀 最大升程。
上述技术方案中， 通过外部输入的两个电磁操纵的脉冲电信 号来分别控制从动装置的正向和反向运动， 从动装置在初始运动 或者回位运动的一定时期内， 几乎不受任何阻力的作用， 所以正 向喷射和 /或反向回位的加速度和速度可以很大， 在很短的时间 内， 例如 2亳秒内， 就可以获得足够大的动能来冲击压力室中的 燃油， 既提高了燃油喷射压力， 又可以获得很高的工作频率， 例 如 150赫兹。
将工作线圈和回位线圈同轴设置可使系统结构紧凑； 在衔铁 上开轴向通孔或通槽可以将因燃油相对于衔铁的流动而产生的流 动阻力減低到可以忽略不计， 而衔铁与衔铁室侧面的滑动或间隙 配合保证了衔铁的运动不受固体摩擦力的影响； 衔铁中部环槽的 设置是为了调整从动装置的运动质量， 而弹性储能元件的设置可 以防止衔铁被衔铁室后端面吸住。 这些都有利于该装置在高频下 的工作可靠性。
根据此类装置的结构特点及其在典型应用中的工作环境， 燃 油中的气泡是影响其工作可靠性与定量喷射的重要问题。 燃油所 占据的空间包括压力室、 衔铁室以及高压通道等。 其中， 压力室 与高压通道中的气泡对正常工作的影响最为严重。 高压通道是指 压力室与喷嘴之间燃油所通过的空间， 衔铁室则是指衔铁做往复 运动所需要的空间。 气泡的主要来源有： 残余空气； 高压通道或 者压力室内的部分燃油被外界例如燃烧室传入的热量加热而汽 化； 衔铁室内的部分燃油被摩擦热或者线圈产生的电阻热所加热 而汽化； 衔铁室内或者压力室内的燃油因运动而产生的局部负压 导致的燃油汽化和已溶气体析出等。 本发明因为特意设计了各种 減除气泡的方案， 所以可以保证装置在高工作频率下的工作可靠 性和稳定性。
将从动装置分为街铁和柱塞两部分， 并在柱塞上设置通道和 可以切断该通道的阀， 可使回油及排除气泡的通道变短， 非常利 于压力室中气泡的排除； 设置足够流量的回油系统可以冷却喷油 装置， 防止因燃油过热而产生气泡， 同时可将系统内部生成的气 泡排除出去。
本发明在燃油喷射装置的燃油喷出装置中设置出油阀可以使 高压通道中保持一定的初始压力， 防止高压通道中存在气泡， 使 每次的喷油量更加稳定。 雾化喷嘴可以装在喷油装置主体上， 也 可通过一根高压油管与装置主体相连， 以方便喷嘴在发动机上的 安装。 附图说明
图 1为按本发明所设计之电动燃油喷射装置的一个实施例的 纵向剖面图。
图 2为按本发明所设计并优化的电动燃油喷射装置的另一个 实施例之纵向剖面图。
图 3为本发明所述的衔铁的一个横向剖面图。
图 4为应用本发明之电动燃油喷射装置的二冲程发动机的系 统示意图。 具体实施方式
下面借助上述附图来详细说明本发明。
在第一个实施例中， 每个循环的初始时刻， 从动装置 114 处 于最后端位置， 如图 1所示。 燃油从燃油进入装置 110进入驱动 装置 112之压力室 43。 当驱动装置的工作电磁线圈 13中脉沖电 流开始流动时， 所形成的磁场产生的正向驱动电磁力将使从动装 置 114加速正向运动， 并在其前端戚着球阀体 115时， 开始快速 冲击压缩压力室 43中的燃油使其压力升高， 当压力足够高时， 燃 油喷出装置 113中的自开式燃油雾化喷嘴 36打开， 燃油喷出。 当 回位电磁线圈 12 的脉冲电流所形成的反向驱动电磁力使从动装 置 114回位时， 喷油结束， 继而将新的燃油吸进压力室 43中， 完 成一个喷油循环。
该装置之所以能够在有限的电磁力的短时间作用下产生足够 的喷射压力， 是因为从动装置 114在每次压缩燃油前， 先要进行 一段无负荷的自由加速行程， 从而积蓄了足够的动能来冲击压力 室 43中的燃油。 即在从动装置 114的初始位置， 其前端并未与阀 体 115接触， 而是有一间隙 S, 这样当从动装置 114向前运动时， 由于其前后空间通过通孔 116连通，所以不对压力室 43中的燃油 加压， 同时由于纵向通槽 57的存在， 从动装置 114的运动几乎无 任何阻力。 当运动行进了距离 S后， 阀体 115关闭通道 116, 从 而压力室 43中的燃油将被压缩。 由于无负荷运动行程中， 从动装 置 114积蓄了足够的动能，所以压力室 43中的燃油压力就会上升 到足以让燃油从燃油喷出装置 113中喷出并雾化。 实际上， 如果 行程 S之后， 电磁力仍然驱动着从动装置 114继续向前运动， 则 对压力室 43中的燃油加压的动力除了从动装置 114的冲击作用外 还有电磁力的作用。 喷射压力及喷油量显然受电磁力的大小及其 作用时间长短的影响， 当工作线圈 13的电流脉冲结束或即将结束 时， 回位线圈的脉冲电流开始上升， 从而使从动装置 114受到反 向作用力， 并最终开始回位运动， 回到初始位置， 在此过程中新 鲜燃油将通过进入装置 110进入压力室 43， 一切回到循环的初始 状态。
在第二个实施例中， 对各个部分进行了进一步的改进。 工作 线圈 13与回位线圈 12分别环绕在非金属骨架 18、 14上， 其外围充 填有绝缘材料 17、 15。 围绕工作线圈 13的磁回路由导磁体 7、 6、 8、 10、 9与工作磁隙 11以及衔铁 56的前半部分组成。 围绕回位线團 12 的磁回路由导磁体 1、 2、 3、 6、 4与回位磁隙 5以及衔铁 56的后半 部分组成， 其中， 工作磁隙 11和回位磁隙 11的材料可以是间隙、 或者由塑料、 铜或不锈钢等非导磁体构成。 两个线圈 12、 13的每 个断面大致为矩形或者梯形。 两个磁回路被包容在一个壳体 19之 中， 壳体 19上还设有进油口 20与回油口 59。 壳体 19与前端体 32通 过螺紋 84相连接， 从而将各个部件限定在相应的位置。 在第二个实施例中， 从动装置 114被分成衔铁 56和柱塞 46两部 分。 衔铁 56的基本几何特征为旋转体， 其上加工有纵向孔 /或沟槽 57、 环槽 63以及其它孔 62和空腔 53等。 其中， 纵向沟槽 57用作燃 油通道并可減轻衔铁的重量， 因为衔铁的重量会影响高速特性和 冲击力。 燃油流经沟槽 57不袒可以沖刷和冷却衔铁 56及其周围的 部件， 而且沟槽 57还有利于減少衔铁 56的运动阻力。 环槽 63位于 衔铁两个端面的中部， 是衔铁上的一段材料切除部分。 设立环槽 63的目的是在不影响衔铁直线运动的前提下调整衔铁的重量。 孔 或沟槽 62作为回油通道的一部分， 能够保证当衔铁 56位于后端位 置时回油流动的畅通。 圆柱形空腔 53用于嵌入垫体 54和部分球形 阀体 52。 垫体 54—端是平面， 与衔铁之间有一个接触面 55; 垫体 54的另一端是一个锥形面 66, 阀体 52便坐落在此面上。 另外， 在 衔铁 56的前端还设有一个凸台 83。 垫体 54和球形阀体 52是通过凸 台 83的压力变形防止其脱离空腔 53的。
衔铁 56在一个大致为圆柱形的空间 50内作往复运动。 这个圆 柱形空间 50的侧面是由两个磁回路的部分壳体形成， 一个端面由 端体 60形成， 另一端边界则是由柱塞 46、 柱塞套 82以及腔体 33的 端面形成。 为防止衔铁在运动到端面 58时被端面吸住而影响高速 性能， 在端体 60和衔铁 56之间， 可以设置一轴向弹性变形量很小 (例如 0. 05~0. 3mm )的弹性储能元件 109,它可以是一弯曲的钢片， 也可以是一个环状螺旋钢丝弹簧。 衔铁 56的往复运动一端被储能 元件 109限制。如果为了使得衔铁 56在线團不通电的情况下能保持 在该初始位置， 端体 60可由硬磁材料制成或者在衔铁室内设一个 刚性极小的弹簧 48。 衔铁 56的长度这样设计： 在初始位置， 衔铁 的端面 81恰位于工作磁隙 11的长度之内。 衔铁 56运动的另一端点 的位置取决于工作线圈 13和回位线圈 12的通电脉冲等。
柱塞 46与衔铁 56同轴设置并穿过柱塞套 82的内孔， 一端伸入 到衔铁室 50, 另一端伸入到压力室 43。 在处于衔铁室 50中的柱塞 46之一端上设有一个圆锥形阀座 47。 在处于压力室 43中的柱塞 46 之一端上设有一个圃盘形肩台 68和一段圆柱形弹簧导引 67。 圆盘 形肩台 68的直径大于柱塞套 82的内孔。 因此当肩台 68与柱塞套 82 的端面相遇时， 柱塞 46向衔铁室的进一步运动受到限制。 在柱塞 46中心线上，设有一条或数条连接压力室 43与衔铁室 50的通道 45， 该通道的作用是排出压力室中的气泡并回油。 通道 45会因阀体 52 与阀座 47接触而被切断。 柱塞 46与柱塞套 82内孔之间按普通柱塞 式油泵的要求配合。 柱塞套 82可以是腔体 33的一部分， 也可以作 为一个独立体以静配合的方式嵌入腔体 33中。
压力腔 43设在腔体 33中， 它的一端边界是柱塞套端面 44, 而 另一端边界则是出油阀 30的端面 69。 在压力室 43的侧面设有一个 进油孔 28。 进油孔 28另一端连接的是一个单向阀 27。 在压力室 43 中， 设有一个弹簧 42用于柱塞 46的复位。 弹簧 42的一端压在柱塞 肩台 68上， 另一端压在出油阀的端面 69上。
出油阀 30位于压力室 43的末端与高压通道 41的始端之间。 出 油阀 30由阀体 29、 弹簧 31、 阀座 85以及后端盖 71构成。 其中， 阀 体 29是球体、 阀座 72是轴对称曲面， 或者阀体 29是平面薄片、 阀 座 72为 Ό "型圈。 弹簧 31—端将阀体 29压向阀座的密封面 72, 另 一端则压在后端盖 71上。弹簧 31的刚度会影响高压通道 41 内残佘 压力的高低。在高压通道 41 内保持一定的残余压力是为了避免内 部燃油因气化等而产生气泡。
高压通道 41是指从出油阀 31的出口端面 70到喷嘴密封带 35之 间燃油所能达到的空间。 高压通道 41是一个大致的圆柱形空间， 它的长短取决于出油阀 30与喷嘴 36之间的距离。 如果出油阀 30与 喷嘴 36之间的距离很大， 则可在出油阀 30与喷嘴 36之间设一条高 压油管来形成高压通道 41。 喷嘴 36是一个具有弹簧预紧力的锥形阀， 它位于高压通道 41 的下游。 喷嘴 36由喷嘴体 86、 锥阀杆 40、 阀帽 73、 预紧弹簧 39等 部分构成。 锥阀杆 40的一端的锥体 74形成阀体， 喷嘴 36中燃油通 道 37的出口的锥面 75形成阀座。 在弹簧 39的预紧力作用下， 阀体 坐落在阀座 75上使得喷嘴处于关闭状态。 燃油通过入口 38进入通 道 37。 当燃油压力对阀杵 40产生的推力大于弹簧预紧力时， 喷嘴 便开启喷油。
燃油入口 20直接通向一个围绕压力室的环槽 22。 环槽 22内的 一部分燃油通过通道 49进入衔铁室 50, 另一部分油则通过单向阀 23进入压力室 43。 在腔体 33上设有两个 "0 "型密封圈 78和 23。 这两个密封圈基本上排除了环槽 22中的燃油通过其它途径泄露的 可能性。 单向阀 23由阀体 25、 阀座 76以及弹簧 26构成。
设在壳体 19上的回油出口 59大约位于衔铁 56轴线上与柱塞 46 相反的另一端。 选择这样的位置作为燃油的出口主要是为了在衔 铁室 50中形成一个沿轴向的压力梯度。 众所周知， 气泡在有压力 梯度的液体中总是朝着梯度的负向运动。 这样， 衔铁室 50中尤其 在阀座 47附近的气泡会顺着液流方向排出体外。 阀座 47附近的气 泡大部分来自于压力室 43。 在衔铁 56初始位置， 压力室 43与衔铁 室 50因阀体 52与阀座 47脱离而连通， 此时压力室 43中的气泡会沿 着通道 45到达阀座 47。
本发明之燃油喷射装置适用于内燃机， 如进气道喷射的四冲 程火花点火式发动机、 缸内直接喷射的火花点火式发动机， 尤其 适用于二沖程缸内直接喷射火花点火式发动机。 图 4是应用此装置 的缸内喷射火花点火式二冲程发动机系统。
根据本发明所设计的燃油喷射装置 88安装在汽缸头 96上， 它 的作用是将来自于低压油泵 93的燃油加压后喷射到汽缸燃烧室 99 中。 喷射被电控单元 104控制在排气口关闭之后、 火花塞点火之前 进行。 燃油的喷射量以及喷油时刻主要根据来自节气门位置传感 器 101或曲轴箱压力传感器 109、进气温度传感器 102以及曲轴转角 和转数传感器 103等的信号来确定。低压燃油泵 93提供的一部分燃 油由喷射装置 88喷入汽缸供燃烧，而大部分在一个由低压油管 95、 冷却器 92、 油泵 93以及滤清器 94等部分组成的回路内循环。 这一 循环回路的主要任务是带走喷射装置 88中的热量。 发动机燃烧所 消耗的油量由燃油箱 91补充到冷却器 92中。 以上系统在工作时基 本上排除了部分燃油未经燃烧而直接通过排气口 108排向大气的 可能性。 这一方面是因为扫气完全由新鲜空气而非可燃混合气完 成， 另一方面是因为利用分层燃烧或 /和多次扫气能够最大限度地 防止低负荷工况下发生失火。 该系统与化油器式二冲程发动机相 比， 燃油消耗率也会大幅度下降。 而与四冲程发动机相比， 却有 更高的升功率和平均有效压力。
缸内直喷二冲程发动机对燃油喷射装置工作频率的要求要较 四冲程发动机高一倍。 因为二冲程发动机是每 360度曲轴转角燃 烧一次， 而四冲程则是每 720度曲轴转角燃烧一次。 例如， 对一 台最高转速为 9000转 /分的二冲程发动机， 喷射装置的工作频率 则要高于 150Hz。 本发明之电动燃油喷射装置可以克服以往单磁 回路结构的类似燃油喷射装置难以高速可靠运转的缺点， 尤其适 合转速非常高的摩托车用四冲程和二冲程发动机。
上述实施例的目的是为了说明本发明， 但并不限定本发明。 凡利用本发明之构思进行的、 对于本领域普通专业技术人员而言 屋而易见的改变设计， 仍然属于本发明之权利要求的保护范围。

Claims

权 利 要 求
1. 一种电动燃油喷射装置，其包括：一个燃油进入装置（110) , 一个燃油驱动装置（112)和一个燃油喷出装置（113)， 从所述燃油 进入装置（110)进入的燃油通过所述燃油驱动装置（112)的作用从 所述燃油喷出装置（113)喷出， 其特征在于： 所述燃油驱动装置 (112)包括一个工作线圈（ 13)和一个回位线圈（ 12)及由这两个 线圈之电磁场驱动的从动装置（114), 所迷工作线圈（ 13)形成的 磁回路驱动所述从动装置（114)使燃油从所述喷出装置（113)喷 出，所述回位线圈（ 12)形成的磁回路使所述从动装置（114)回位。
2. 如权利要求 1所述电动燃油喷射装置， 其特征在于： 所述 工作线圈 （ 13)和回位线圈 （ 12) 同轴设置。
3. 如权利要求 2所述电动燃油喷射装置， 其特征在于： 所述 从动装置包括衔铁（ 56 )和柱塞（ 46 ) 两部分。
4. 如权利要求 3所述电动燃油喷射装置， 其特征在于： 所述 衔铁（56) 和柱塞（46)是两个分离体。
5. 如权利要求 4所述电动燃油喷射装置， 其特征在于： 所述 柱塞（46)为一圆柱体，并在其中心设有一贯通的燃油通道（45), 在其前端部设有凸肩 （68) ，
6. 如权利要求 5所述电动燃油喷射装置， 其特征在于： 所述 的柱塞（46) 和衔铁（56)之间设有一由衔铁（56)控制的关闭 燃油通道（45) 的阀。
7. 如权利要求 6所述电动燃油喷射装置， 其特征在于： 所述 的阔之阀体（ 52)设于衔铁（ 56)之前端， 阀座（ 47)设于柱塞 (46) 之后端。
8. 如权利要求 6所述电动燃油喷射装置， 其特征在于： 所述 阀体（52) 为球体， 阀座（47) 为圆锥面， 阀体（52)被嵌入衔 铁（ 56) 中， 球形阀体（ 52)与衔铁（ 56)之间有一垫体（ 54) 。
9. 如权利要求 4所述电动燃油喷射装置， 其特征在于： 所述 衔铁（56) 大致为圆柱形， 在其上开有轴向通孔或通槽（57) 。
10. 如权利要求 9所述电动燃油喷射装置， 其特征在于： 所述 衔铁（ 56) 在衔铁室 （ 50) 中运动， 但其前端面 （ 81)始终处于 磁隙 （11) 或其临近范围之内， 后端面 （58)始终处于磁隙 （5) 或其临近范围之内。
11. 如权利要求 10所述电动燃油喷射装置， 其特征在于： 在 所述衔铁（56) 的前端面（81)上设有一凸台 （83) 。
12. 如权利要求 11所述电动燃油喷射装置， 其特征在于： 构 成衔铁室 （50)侧面的物体包括与衔铁（ 56) 滑动配合的导磁体
(4、 9), 和与衔铁（56)滑动或者间隙配合的非导磁体（5、 11)。
13. 如权利要求 12所述电动燃油喷射装置， 其特征在于： 所 述衔铁（ 56 ) 的中部设有材料的去除部分即环槽（ 63 ) 。
14. 如权利要求 9所述电动燃油喷射装置， 其特征在于： 所述 衔铁室 （50) 最后端与衔铁（56) 之间设置有一轴向弹性变形量 在 0.05〜0.3mm的弹性储能元件 ( 109) 。
15. 如权利要求 2所述电动燃油喷射装置， 其特征在于： 所述 燃油进入装置包括设在腔体（33) 上的环槽（22) 、 设在外壳上 的燃油入口 （2)和单向阀 （27) 。
16. 如权利要求 15所述电动燃油喷射装置， 其特征在于： 所 述单向阀 （27) 的出口 （28) 与压力室 （43)相通， 进口 （24) 与环槽（22) 相通， 在所述腔体（33) 上设有连通衔铁室 （50) 与环槽（22) 的通道（49) 。
17. 如权利要求 10所述电动燃油喷射装置， 其特征在于： 所 述衔铁室 （50) 与回油出口 （59) 之间设有后端体（60) , 在其 上设有通孔（ 61 ) , 在所述衔铁（ 56 )上设有通道或沟槽（ 62 ) ， 将通孔（61) 与通槽（57)连通。
18. 如权利要求 17所迷电动燃油喷射装置， 其特征在于： 所 述后端体（60) 或回油管路中设有一个回油单向阀。
19. 如权利要求 2所述电动燃油喷射装置， 其特征在于： 所述 燃油喷出装置包括出油阀 （30) 、 高压燃油通道（41)和雾化喷 嘴（36) 。
20. 如权利要求 19所述电动燃油喷射装置， 其特征在于： 所 述出油阀 （30) 由阀体（29) 、 阀座（55)及弹簧（31) 组成， 其中阀体（29)是球体、 阔座（72)是轴对称曲面， 或者阀体（29) 是平面薄片、 阀座（72) 为 0型團。
21. 如权利要求 19所述电动燃油喷射装置， 其特征在于： 所 述高压燃油通道（41)为腔体（33) 中安装雾化喷嘴（76)的孔。
22. 如权利要求 19所述电动燃油喷射装置， 其特征在于： 所 述高压通道 (41) 为连接出油阀 （30) 与雾化喷嘴（36) 的一根 高压油管的内孔。
23. 如权利要求 20或 21所述电动燃油喷射装置，其特征在于： 所述雾化喷嘴（36)由喷嘴体（86)、 针阀杆（40)以及弹簧（39) 等组成， 其中针阀杆的前端部分的锥体（ 74) 形成阔体， 喷嘴体 上的锥面（ 75)形成阀座，喷嘴体上开有进油孔（ 38)和通道（ 37)； 阀帽 （ 73) 与阀杆（40) 成一整体， 其与喷嘴体之间的轴向间隙 形成针阀最大升程。
PCT/CN2002/000086 2001-02-16 2002-02-10 Appareil d'injection de carburant commande electriquement Ceased WO2002066817A1 (fr)

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BR0207538-5A BR0207538A (pt) 2001-02-16 2002-02-10 Aparelho de injeção de combustìvel operado eletricamente
DE60210753T DE60210753T2 (de) 2001-02-16 2002-02-10 Elektrisch betätigte kraftstoffeinspritzvorrichtung
US10/468,099 US6964263B2 (en) 2001-02-16 2002-02-10 Electrically operated fuel injection apparatus
EP02703448A EP1367255B8 (en) 2001-02-16 2002-02-10 Electrically operated fuel injection apparatus
JP2002566108A JP2004520533A (ja) 2001-02-16 2002-02-10 電動燃料噴射装置

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CNB01103954XA CN1133810C (zh) 2001-02-16 2001-02-16 电动燃油喷射装置
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BR0207538A (pt) 2004-06-22
EP1367255B1 (en) 2006-04-19
EP1367255A4 (en) 2004-07-21
EP1367255A1 (en) 2003-12-03
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DE60210753T2 (de) 2007-09-20
US6964263B2 (en) 2005-11-15

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