EP0153494A1 - Injecteur de carburant pour moteurs à combustion interne - Google Patents

Injecteur de carburant pour moteurs à combustion interne Download PDF

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Publication number
EP0153494A1
EP0153494A1 EP84116263A EP84116263A EP0153494A1 EP 0153494 A1 EP0153494 A1 EP 0153494A1 EP 84116263 A EP84116263 A EP 84116263A EP 84116263 A EP84116263 A EP 84116263A EP 0153494 A1 EP0153494 A1 EP 0153494A1
Authority
EP
European Patent Office
Prior art keywords
valve needle
fuel
cap
stroke
injection nozzle
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
EP84116263A
Other languages
German (de)
English (en)
Inventor
Dietrich Dipl.-Ing. Trachte
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0153494A1 publication Critical patent/EP0153494A1/fr
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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift

Definitions

  • the invention relates to a fuel injection nozzle according to the preamble of the main claim.
  • injection nozzles of this type characterized by a variable stroke stop
  • a favorable ratio of injection quantity to injection duration can be achieved both in the high speed and / or load range and also when the internal combustion engine is idling.
  • the throttled passage leading into the working chamber of the damping device should have the smallest possible cross section.
  • this requires a relatively large return spring force and, in addition, a considerable initial or forward stroke can occur in the part-load and full-load range. This in turn leads to a steep increase in the injection course, which causes a stronger combustion noise.
  • the arrangement according to the invention with the characterizing features of the main claim has the advantage that the ratio of injection quantity and injection duration with respect to fuel consumption and pollutant emission can be optimized in a wide range of the operating map of the internal combustion engine without having to accept an increased combustion noise.
  • a fuel pre-jet can be generated in the areas of the operating map that are critical with regard to noise generation without any additional measures.
  • the desired injection course in the case of injection nozzles whose valve needles open in the flow direction of the fuel, the desired injection course can also be generated in a controlled manner without additional stroke-controlled throttle cross sections in the flow path of the fuel, solely by appropriate training and tuning of the damping means. This will Coke-prone gaps are avoided and the fuel to be sprayed out is well prepared even when starting and idling.
  • FIG. 1 shows a longitudinal section through a fuel injection nozzle of the generic type
  • FIGS. 2 to 4 functional diagrams of the injection nozzle according to FIG. 1
  • FIG. 5 shows an enlarged partial longitudinal section through FIG. 1 through the first exemplary embodiment of the invention
  • FIG. 6 shows a functional diagram of the injection nozzle according to Figure 5
  • Figure 7 is a partial longitudinal section through the second embodiment.
  • the generic injection nozzle according to FIG. 1 has a nozzle body 10, which is clamped to a nozzle holder 14 by a union nut 12.
  • a sleeve 16 Arranged between the nozzle body 10 and the nozzle holder 14 is a sleeve 16 which has an inwardly directed shoulder 18 which divides a chamber 20 from a chamber 22 of larger diameter inside the injection nozzle.
  • a valve seat 24 is formed in the nozzle body 10 and a valve needle 26 is displaceably mounted, the sealing cone 27 of which is pressed against the valve seat 24 by a closing spring 28.
  • the closing spring 28 is supported on the nozzle body 10 and engages via a sleeve 30 which delimits the stroke of the valve needle 26 on a support disk 32 which in turn is supported on a shoulder 34 of the valve needle 26.
  • an inlet bore 36 is formed, which opens into the chamber 20, which is connected to the chamber 22 via an opening 38 surrounded by the shoulder 18. From this, a bore 40 in the nozzle body 10 leads into an annular space 42, which is formed between the bore in the nozzle body 10 guiding the valve needle 26 and a section 44 of the valve needle 26 with a reduced diameter and extends up to the valve seat 24. Between the sleeve 30 and the nozzle body 10, a distance h g is present in the closed position shown, which corresponds to the total stroke of the valve needle 26. The valve needle 26 is displaced outward in the opening direction by the fuel pressure against the closing spring 28 until the sleeve 30 strikes the nozzle body 10. When the valve closes, the closing spring 28 returns the valve needle 26 inward to the closed position shown.
  • a piston-shaped extension 46 adjoins the shoulder 34 of the valve needle 26, which extends through the opening 38 and projects into the chamber 20.
  • the diameter of the piston-shaped projection 46 corresponds to the guide diameter of the valve needle 26.
  • a cap 48 is placed on the projection 46, which has a bottom 50, a jacket part 52 and a collar 54.
  • a return spring 56 engages on the cap 48, which surrounds the jacket part and presses the collar 54 against the shoulder 18 of the sleeve 16.
  • transverse slots 58 are provided, through which the fuel can always pass from the chamber 20 into the chamber 22, even when the valve needle is closed.
  • a damping chamber 60 is formed in the cap 48 between the end face of the projection 46 and the base 50, and is connected to the chamber 20 in a throttled manner in a throttled bore 62 in the base 50 is.
  • the projection 46 covers the transverse slots 58 in the axial direction by the path h 1 , which is greater than the total stroke h g of the valve needle 26.
  • the path h 1 could, however, also be smaller than the total stroke h g by a minimal amount, so that there is still a small undamped partial stroke at the end of an opening stroke of the valve needle 26.
  • the throttle bore 62 could also be partially or completely replaced by a corresponding radial play between the cap 48 and the shoulder 46.
  • the piston-shaped extension 46 of the valve needle 26 and the cap 48 simultaneously form the means for damping the valve needle movement and a time-travel element which makes the beginning of the damping dependent on the speed and the size of the valve needle stroke.
  • the damping effect and the time-displacement function are determined by appropriate coordination of the return spring 56 with the throttle bore 62 and others, the inflow and outflow of the fuel into the damping chamber 60 and parameters determining it.
  • the closing stroke of the valve needle 26 is to begin, in which the cap 48 is pushed from the first end position E into the second end position E 2 .
  • the cap 48 covers a path a g which, as already mentioned, is somewhat smaller than the total stroke h of the valve needle 26.
  • the closing stroke is ended 9 at time t 2 .
  • the cap 48 begins to move back under the influence of the return spring 56 at a predetermined speed, which is shown in the diagram as the angle ⁇ .
  • a new opening stroke of the valve needle 26 begins at time t 3 when, as shown in FIG. 2, at time t 3 .
  • the cap 48 has not yet reached its first end position, it is returned to this end position at approximately the same speed as the valve needle 26. It then reaches the first end position at time t. From there, the cap 48 is held by the shoulder 18 in a further movement in the opening direction of the valve needle 26, whereby the damping means described are effective again.
  • the stroke curve has an inflection point K at time t 4 . From time t 4 , the valve needle 26 is transferred to the stroke end position at a damped, ie at a reduced speed, whereupon the game described is repeated.
  • FIGS. 3 and 4 illustrate that the damping device automatically adapts to the various operating states of the internal combustion engine.
  • the internal combustion engine runs at low speed and low load, so that the cap 48 reaches its first setting before the start of the next opening stroke. In this case, the damping is over the entire opening stroke the valve needle 26 effective.
  • FIG. 4 shows an operating state in which the internal combustion engine runs at high speed under high load, in which a large valve needle stroke also occurs. In this case, the next opening stroke begins before the cap 48 has returned to its first end position.
  • the break point K of the stroke curve h of the valve needle 26 has moved further towards the end of the stroke than in the operating state according to FIG. 2, so that a smaller part of the opening movement of the valve needle 26 is damped.
  • FIG. 4 also makes it clear that the break point K moves towards the opening stroke end h g of the valve needle, the faster the injection processes follow one another and the longer the injection lasts.
  • a first cap 64 is attached to the piston-like extension 46 of the valve needle 26 and is integrally connected to an extension 66 which forms a second piston. Between the cap 64 and the end face of the extension 46, a first working chamber 68 for the fuel is formed, which is connected via the radial clearance 70 between the cap 64 and extension 46 to the chamber 20 which lies in the flow path of the fuel.
  • the cap 64 is assigned the shoulder 18 of the sleeve 16, which in this exemplary embodiment is interrupted by a plurality of uniformly distributed radial slots 72 through which the fuel can get into the chamber 22 and into the radial play 70.
  • a second cap 74 is attached to the piston-like extension 66 of the first cap 64 and has a ring shaped collar 76 overlaps the first cap 64 with play. Between the shoulder 66 and the second cap 74, a second working chamber 78 for the fuel is formed, which is connected to the chamber 20 via the radial clearance 80 between the shoulder 66 and the cap 74 and via slots 82 in the collar 76. The two caps 64 and 74 delimit a space 83 between them, which is connected to the chamber 20 unthrottled.
  • the fuel exerts a force on the cap 64 in the opening direction, which is measured from the line pressure of the fuel prevailing in the chamber 20 and the size of the annular surface at the bottom of the cap 64, which is derived from the difference in the cross-sectional areas of the neck 46 and approach 66 results.
  • a return spring 84 acts on the cap 64, which is supported on the inside of the cap 74.
  • a return spring 86 acts on the cap 74 and is supported on the bottom of the chamber 20, which is fixed to the housing. In the starting position shown, the return springs 84 and 86, which are only weakly dimensioned in relation to the closing spring 28, have placed the caps 64 and 74 on the shoulder 18 fixed to the housing.
  • the fuel exerts three partial forces on the cap 64 which are approximately in equilibrium with one another.
  • the first partial force acts in the working chamber 78 on the end face of the shoulder 66 and the second partial force in the space 83 on the described annular surface on the bottom of the cap 64.
  • the third partial force acts in the working chamber 68 on the inner bottom surface of the cap 64 delimiting the working chamber 68.
  • the third partial force acting in the working chamber 68 rises only slightly in accordance with the spring constant of the compressive forces which are only slightly compressed in the injection phase c Closing spring 28 on, while the partial force acting in space 83 increases faster with the line pressure of the fuel.
  • the first partial force and, with it, the fuel pressure in the enlarging working chamber 78 decrease.
  • the pressure in the working chamber 78 has dropped to the vapor pressure of the fuel.
  • the fuel pressure in the working chamber 78 can no longer drop further and can no longer compensate for the further increase in the fuel pressure in the room 83
  • the partial force 83 exerted on the cap 64 now quickly exceeds the force of the closing spring 28, as a result of which the valve needle 26 is strongly accelerated.
  • the valve needle 26 and the cap 64 are now rapidly moved in the opening direction according to line d in FIG Time t 4 strikes shoulder 18 and valve needle 26 has carried out stroke h.
  • valve needle 26 is decelerated into the end position solely by the first damping device formed from parts 46, 64, 70 over a final stroke h 2 transferred, which it reached at time t 5 and in which it has completed the final stroke h e .
  • a dash-dotted line e - f - g indicates how an injection nozzle according to FIG. 1 would work with the same fuel throughput. It is assumed that at the point in time t x the fuel subset that has already been injected has fully ignited. Then it can be seen from the diagram that, in the arrangement according to the invention, a smaller amount of fuel takes part in the ignition process, as a result of which the noise can be reduced and the quality of combustion can be improved. After ignition, the fuel throughput is increased rapidly, so that as a result, the same amount of fuel is passed through per injection process as with the injection nozzle according to FIG. 1.
  • a cap 88 with radial clearance 90 is plugged onto the extension 46 of the valve needle 26, which surrounds a first working chamber 92 and itself forms a piston onto which a second cap 94 with radial clearance 96 is attached.
  • the cap 94 encloses a second working chamber 98, which is connected to the chamber 20 or the inlet bore 36 via a check valve 100, which permits a largely unrestricted discharge of the fuel from the working chamber 98.
  • the cap 88 is pressed against the shoulder 18 by a return spring 102 supported on the cap 94.
  • the cap 94 is under the influence of a strong support spring 104 which presses the cap 94 against a stop 106 fixed to the housing.
  • the cap 94 is provided with one or more radial slots 108 for the passage of the fuel from the inlet bore 36 into the chamber 20.

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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)
EP84116263A 1984-02-14 1984-12-22 Injecteur de carburant pour moteurs à combustion interne Ceased EP0153494A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19843405161 DE3405161A1 (de) 1984-02-14 1984-02-14 Kraftstoff-einspritzduese fuer brennkraftmaschinen
DE3405161 1984-02-14

Publications (1)

Publication Number Publication Date
EP0153494A1 true EP0153494A1 (fr) 1985-09-04

Family

ID=6227642

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84116263A Ceased EP0153494A1 (fr) 1984-02-14 1984-12-22 Injecteur de carburant pour moteurs à combustion interne

Country Status (4)

Country Link
US (1) US4598867A (fr)
EP (1) EP0153494A1 (fr)
JP (1) JPS60187757A (fr)
DE (1) DE3405161A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2218900A1 (fr) * 2009-02-16 2010-08-18 Continental Automotive GmbH Ensemble de soupape pour soupape d'injection et soupape d'injection

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4984738A (en) * 1985-09-18 1991-01-15 Association Of American Railroads Unit injector for staged injection
GB8709712D0 (en) * 1987-04-24 1987-05-28 Lucas Ind Plc Fuel injection nozzle
US5024385A (en) * 1990-01-11 1991-06-18 Outboard Marine Corporation Internal combustion engine fuel supply system
DE19739905A1 (de) * 1997-09-11 1999-03-18 Bosch Gmbh Robert Kraftstoffeinspritzventil
DE10006111A1 (de) * 2000-02-11 2001-08-30 Bosch Gmbh Robert Kraftstoffeinspritzventil
US9797342B2 (en) * 2014-10-28 2017-10-24 Caterpillar Inc. Port injection system for gaseous fuels

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1110102A (en) * 1963-11-26 1968-04-18 Ruston & Hornsby Ltd Improvements in fuel injection equipment for internal combustion engines
EP0030258A1 (fr) * 1979-12-05 1981-06-17 Robert Bosch Gmbh Injecteur de combustible pour moteurs à combustion interne
DE3150805A1 (de) * 1980-12-27 1982-07-22 Nissan Motor Co., Ltd., Yokohama, Kanagawa Kraftstoffeinspritzanlage
GB2093118A (en) * 1981-02-17 1982-08-25 Bosch Gmbh Robert Fuel injection nozzle
EP0096312A1 (fr) * 1982-06-07 1983-12-21 Robert Bosch Gmbh Injecteur de combustible pour moteurs à combustion interne

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3120060A1 (de) * 1981-05-20 1982-12-09 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoff-einspritzduese fuer brennkraftmaschinen
DE3149276A1 (de) * 1981-12-12 1983-06-23 Robert Bosch Gmbh, 7000 Stuttgart "kraftstoff-einspritzduese fuer brennkraftmaschinen"
DE3220398A1 (de) * 1982-01-26 1983-07-28 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoff-einspritzduese fuer brennkraftmaschinen

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1110102A (en) * 1963-11-26 1968-04-18 Ruston & Hornsby Ltd Improvements in fuel injection equipment for internal combustion engines
EP0030258A1 (fr) * 1979-12-05 1981-06-17 Robert Bosch Gmbh Injecteur de combustible pour moteurs à combustion interne
DE3150805A1 (de) * 1980-12-27 1982-07-22 Nissan Motor Co., Ltd., Yokohama, Kanagawa Kraftstoffeinspritzanlage
GB2093118A (en) * 1981-02-17 1982-08-25 Bosch Gmbh Robert Fuel injection nozzle
EP0096312A1 (fr) * 1982-06-07 1983-12-21 Robert Bosch Gmbh Injecteur de combustible pour moteurs à combustion interne

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2218900A1 (fr) * 2009-02-16 2010-08-18 Continental Automotive GmbH Ensemble de soupape pour soupape d'injection et soupape d'injection

Also Published As

Publication number Publication date
JPS60187757A (ja) 1985-09-25
US4598867A (en) 1986-07-08
DE3405161A1 (de) 1985-08-22

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PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

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Effective date: 19841222

AK Designated contracting states

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Effective date: 19860911

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Effective date: 19870429

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Effective date: 19870913

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Inventor name: TRACHTE, DIETRICH, DIPL.-ING.