EP0977942A1 - Soupape d'injection de carburant pour moteurs a combustion interne - Google Patents

Soupape d'injection de carburant pour moteurs a combustion interne

Info

Publication number
EP0977942A1
EP0977942A1 EP98936193A EP98936193A EP0977942A1 EP 0977942 A1 EP0977942 A1 EP 0977942A1 EP 98936193 A EP98936193 A EP 98936193A EP 98936193 A EP98936193 A EP 98936193A EP 0977942 A1 EP0977942 A1 EP 0977942A1
Authority
EP
European Patent Office
Prior art keywords
valve
chamber
spring
fuel injection
valve member
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP98936193A
Other languages
German (de)
English (en)
Inventor
Wolfgang Ripper
Werner Wagner
Bernd Dittus
Manfred Mack
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 EP0977942A1 publication Critical patent/EP0977942A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable 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
    • 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
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift
    • 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
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
    • F02M2200/304—Fuel-injection apparatus having mechanical parts, the movement of which is damped using hydraulic means

Definitions

  • the invention is based on a fuel injection valve for internal combustion engines according to the preamble of claim 1.
  • a piston-shaped valve member is guided axially displaceably in a guide bore of a valve body.
  • the valve member has at its combustion chamber end a sealing surface with which it interacts to control an injection opening with a valve seat surface arranged on the valve body. With its end facing away from the combustion chamber, the valve member projects into a spring chamber in which at least one valve spring is arranged, which acts on the valve member in the closing direction towards the valve seat surface.
  • the valve member also has a pressure shoulder projecting into a pressure chamber that can be filled with high-pressure fuel, which is designed such that the high-pressure fuel acting on the pressure shoulder acts on the valve member in the opening direction against the restoring force of the valve springs.
  • the known fuel injection valve In order to generate a two-stage opening stroke curve on the known fuel injection valve, it has two valve springs arranged axially one behind the other become effective one after the other during the opening stroke course of the valve member and thus produce a stepped opening of the opening cross section on the injection valve. Furthermore, a damping space delimited by the valve member is provided on the known injection valve, which can be controlled during the opening stroke movement of the valve member in such a way that the pressure built up in it counteracts the opening stroke movement of the valve member during its remaining stroke in order to be able to carry out a two-stage injection curve even at high speeds and full load.
  • the known fuel injection valve has the disadvantage that it is very large due to the necessary two valve springs and the additional damping space and requires a large installation space, which is often not available in modern internal combustion engines. Furthermore, the production of the known fuel injection valve is relatively complex and therefore expensive.
  • the fuel injection valve for internal combustion engines according to the invention with the characterizing features of claim 1 has the advantage that the spring chamber itself is used as a hydraulic damper. This is made possible in a structurally simple manner by not removing the quantity of leakage oil from the spring chamber, as a result of which the pressure chamber filled with fuel acts as a hydraulic working chamber which applies an additional closing force to the valve member.
  • the hydraulic closing force of the damping chamber acts differently depending on the operating state of the internal combustion engine, ie speed, load and temperature.
  • the degree of damping or the closing force can be achieved by the play between the valve member and the guide bore wall guiding it as well as the size of the damping volume of the spring chamber.
  • the closing stroke movement of the valve member can also be influenced, the closing pressure in the spring chamber increasing with increasing load and speed also causing the valve member to close more quickly at the end of the injection.
  • Such a rapid closing of the valve member avoids the back-blowing of combustion gases into the injection valve and thus damage to the sealing seat.
  • the load-dependent and speed-dependent hydraulic closing pressure in the spring chamber thus permits a low opening pressure of the fuel injection valve, which together with the valve member stroke damping reduces the ignition delay during injection at the internal combustion engine and thus reduces the
  • valve member stroke damping is increased by the viscosity of the fuel and thus compensates for the increased combustion noise of the diesel internal combustion engine in this operating state.
  • the highest closing pressure is present in the spring chamber and prevents the combustion gases from blowing back by quickly closing the valve member.
  • FIG. 1 shows an exemplary embodiment of the fuel injection valve in a longitudinal section.
  • the fuel injection valve for internal combustion engines shown in FIG. 1 has a valve body 1 which, together with an intermediate disk 3 resting on its end facing away from the combustion chamber, is clamped to a valve holding body 7 by means of a union nut 5.
  • the valve body 1 projecting with its end facing away from the intermediate disk 3 into a combustion chamber (not shown) of an internal combustion engine has a guide bore 9 in which a piston-shaped valve member 11 is axially displaceably guided, which has a conical sealing surface 13 on one end face with which it is connected a valve seat 15 cooperating by reducing the diameter of the guide bore 9.
  • This valve seat 15 is arranged at the closed end of the valve body 1 on the combustion chamber side and adjoins the injection openings 17 provided at the end of the guide bore 9, which adjoin the valve seat 15 downstream in the injection direction.
  • the guide bore 9 of the valve member 11 is expanded at one point to a pressure chamber 19, in the area of which the valve member 11 has a pressure shoulder 21 and which is connected via an inlet channel 23 to a connecting piece 25 on the valve holding body 7 to which a fuel delivery line, not shown is connected by a high pressure fuel pump.
  • the pressure chamber 19 is in a known manner with an annular gap between the shaft of the valve member 11 and the wall of the guide bore 9 the valve seat 15 and the injection openings 17 connected.
  • valve member 11 With its end facing away from the combustion chamber, the valve member 11 projects into a spring plate 27 which, penetrating the washer 3, extends into a spring chamber 29 in the valve holding body 7.
  • a valve spring 31 is clamped, which rests with its lower end facing the combustion chamber on the spring plate 27 and which is supported with its upper end in a stationary manner on the upper end wall of the spring chamber 29 in the valve holding body 7.
  • an adjusting disk 33 is provided between the upper spring chamber wall and the upper end of the valve spring 31 in order to adjust the spring preload force.
  • an opening bore 35 is provided in the valve holding body 7, which opens into the spring chamber 29 from the outside.
  • a screw plug 37 is screwed into this opening bore 35, a sealing washer 39 being clamped between the housing and screw plug 37.
  • the hydraulic filling volume of the spring chamber 29 can be changed via the thickness of the sealing disk 39 or the screwing depth of the screw plug 37.
  • the valve member 11 and the spring plate 27 have a play on the wall of the guide bore 9 or the intermediate disk 3, which form a throttle gap between the pressure chamber 19 and the spring chamber 29, through which a throttled overflow of fuel occurs the pressure chamber 19 in the spring chamber 29 is possible.
  • This throttled overflow cross section can also be formed by longitudinal recesses on the valve member 11 in order to provide sufficient guide surfaces for a reliable axial guidance of the valve member 11.
  • the fuel injection valve for internal combustion engines works in the following manner. Before the start of high-pressure fuel injection, the pressure chamber 19 and, via this, also the spring chamber 29 are filled with fuel, whose pressure corresponds to the stand pressure in the high pressure supply system. The valve member 11 is held in contact with the valve seat 15 by the closing force of the valve spring 31. At the start of the high-pressure fuel injection, fuel under high pressure passes from the high-pressure fuel pump via the inlet channel 23 into the pressure chamber 19 and acts on the valve member 11 on the pressure shoulder 21 in the opening stroke direction. If the opening force acting on the pressure shoulder 21 exceeds the closing force of the valve spring 31, the valve member 11 in
  • Opening stroke direction shifted from valve seat 15. The injection cross section between the sealing surface 13 and the valve seat 15 is opened, so that the fuel under pressure at the valve seat 15 passes through the injection openings 17 for injection into the combustion chamber of the internal combustion engine.
  • the enclosed in the spring chamber 29 Kraf material volume acts as a hydraulic damper of the opening stroke movement of the valve member 11, so that the opening stroke movement of the valve member 11 is initially delayed. In this way, only a relatively small opening cross-section is initially opened at the beginning of high-pressure fuel injection, so that only a small amount of pre-injection reaches the combustion chamber of the internal combustion engine and causes a slight ignition delay there.
  • the spring chamber 29, which acts as a hydraulic working chamber, has a different effect depending on the speed or load, depending on the operating state of the internal combustion engine, with increasing closing pressures in the spring chamber 29 being achieved with increasing load and increasing speed.
  • the strength of the damping of the opening stroke movement of the valve member 11 can also be adjusted and optimized by the throttle gap dimension between the pressure chamber 19 and the spring chamber 29 and by the size of the hydraulic damping volume in the spring chamber 29.

Landscapes

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

Abstract

L'invention concerne une soupape d'injection de carburant pour moteurs à combustion interne, qui comprend un élément (11) pouvant coulisser dans le sens axial dans un corps de soupape (1). Ledit élément coopère par une surface d'étanchéité (13) avec une surface de siège de soupape (15) située sur le corps de la soupape (1), afin de commander l'ouverture d'injection (17). L'extrémité de l'élément de soupape, qui est opposée à la chambre de combustion est sollicitée en position de fermeture par un ressort (31) monté dans un espace approprié (29). L'élément de soupape (11) présente un épaulement de pression (21) agissant dans le sens d'ouverture, qui fait saillie dans une chambre de pression (19) pouvant être rempli de carburant sous pression. A cet effet, l'espace approprié au ressort (29) est relié à la chambre de pression (19) par l'intermédiaire d'une fente d'étranglement et est fermé vis-à-vis d'un système de retour du carburant, de manière qu'au moment du mouvement de levage qu'effectue l'élément de la soupape (11), en vue de l'ouverture, l'espace approprié au ressort (29) fasse office d'amortisseur hydraulique.
EP98936193A 1997-11-27 1998-06-17 Soupape d'injection de carburant pour moteurs a combustion interne Withdrawn EP0977942A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19752496A DE19752496A1 (de) 1997-11-27 1997-11-27 Kraftstoffeinspritzventil für Brennkraftmaschinen
DE19752496 1997-11-27
PCT/DE1998/001649 WO1999028616A1 (fr) 1997-11-27 1998-06-17 Soupape d'injection de carburant pour moteurs a combustion interne

Publications (1)

Publication Number Publication Date
EP0977942A1 true EP0977942A1 (fr) 2000-02-09

Family

ID=7849931

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98936193A Withdrawn EP0977942A1 (fr) 1997-11-27 1998-06-17 Soupape d'injection de carburant pour moteurs a combustion interne

Country Status (5)

Country Link
US (1) US6269795B1 (fr)
EP (1) EP0977942A1 (fr)
JP (1) JP2001509858A (fr)
DE (1) DE19752496A1 (fr)
WO (1) WO1999028616A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19930832A1 (de) * 1999-07-03 2001-01-11 Bosch Gmbh Robert Kraftstoffeinspritzventil
JP3928362B2 (ja) * 2001-02-14 2007-06-13 株式会社デンソー 流体移送装置のシール面圧向上構造
DE10112426A1 (de) * 2001-03-15 2002-09-19 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
DE10115214A1 (de) * 2001-03-28 2002-10-10 Bosch Gmbh Robert Kraftstoffhochdrucksystem für Brennkraftmaschinen
DE10157411A1 (de) * 2001-11-23 2003-06-26 Bosch Gmbh Robert Injektor zur Hochdruckeinspritzung von Kraftstoff
GB0209049D0 (en) * 2002-04-20 2002-05-29 Delphi Tech Inc Fuel injector
DE10229415A1 (de) * 2002-06-29 2004-01-29 Robert Bosch Gmbh Einrichtung zur Nadelhubdämpfung an druckgesteuerten Kraftstoffinjektoren
US20060196974A1 (en) * 2005-03-01 2006-09-07 Caterpillar Inc. Fuel injector having a gradually restricted drain passageway
FR3038662B1 (fr) * 2015-07-09 2019-08-09 Delphi Technologies Ip Limited Injecteur de carburant avec tarage exterieur du ressort de bobine

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1597317A (en) * 1923-12-11 1926-08-24 Worthington Pump & Mach Corp Fuel-feeding system for internal-combustion engines
US1944371A (en) * 1930-06-25 1934-01-23 Ritz Frederick Injector
US3738576A (en) * 1971-04-21 1973-06-12 Physics Int Co Injection nozzle for direct injection engine
US3810453A (en) * 1971-10-18 1974-05-14 G Wolfe Fuel injection system
DE2424800C2 (de) * 1974-05-22 1986-01-02 Daimler-Benz Ag, 7000 Stuttgart Einspritzgerät zum Einspritzen einer zusätzlichen, geringen Kraftstoffmenge in eine nach dem Schichtladungsprinzip arbeitende fremdgezündete Verbrennungskraftmaschine
BR7909000A (pt) * 1979-04-13 1981-03-31 Caterpillar Tractor Co Injetor de combustivel
CS215203B1 (en) * 1980-12-09 1982-08-27 Jaromir Indra Injection device of the ignition engine
DE3120060A1 (de) * 1981-05-20 1982-12-09 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoff-einspritzduese fuer brennkraftmaschinen
GB2128676B (en) * 1982-10-20 1985-12-04 Lucas Ind Plc I c engine fuel injection nozzle
DE4440182C2 (de) 1994-11-10 2003-09-18 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
DE19706467C1 (de) * 1997-02-19 1998-03-26 Daimler Benz Ag Speichereinspritzsystem für eine mehrzylindrige Brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9928616A1 *

Also Published As

Publication number Publication date
DE19752496A1 (de) 1999-06-02
JP2001509858A (ja) 2001-07-24
US6269795B1 (en) 2001-08-07
WO1999028616A1 (fr) 1999-06-10

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