EP1066465A1 - Soupape d'injection de carburant pour injection sous haute pression - Google Patents

Soupape d'injection de carburant pour injection sous haute pression

Info

Publication number
EP1066465A1
EP1066465A1 EP99966842A EP99966842A EP1066465A1 EP 1066465 A1 EP1066465 A1 EP 1066465A1 EP 99966842 A EP99966842 A EP 99966842A EP 99966842 A EP99966842 A EP 99966842A EP 1066465 A1 EP1066465 A1 EP 1066465A1
Authority
EP
European Patent Office
Prior art keywords
valve
diffuser
fuel injection
ball
throttle bore
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
EP99966842A
Other languages
German (de)
English (en)
Other versions
EP1066465B1 (fr
Inventor
Lorenz Betz
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 EP1066465A1 publication Critical patent/EP1066465A1/fr
Application granted granted Critical
Publication of EP1066465B1 publication Critical patent/EP1066465B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • 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
    • 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
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F02M63/0036—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat with spherical or partly spherical shaped valve member ends
    • 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
    • F02M63/0071—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059 characterised by guiding or centering means in valves including the absence of any guiding means, e.g. "flying arrangements"
    • 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
    • F02M63/0077—Valve seat details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/003—Valve inserts containing control chamber and valve piston

Definitions

  • the invention relates to a fuel injection valve for high-pressure injection according to the preamble of claim 1.
  • Fuel injection valves of this type have a control chamber which is continuously connected to a high-pressure fuel source via a high-pressure line via an inlet throttle bore. A valve closing element of the fuel injection valve is held in the closed position as long as the control pressure prevailing in the control chamber is high.
  • the control chamber can be relieved via an outlet throttle bore, which is acted upon by an injection control valve. As soon as the injection control valve releases the drain throttle bore, the control chamber is relieved and the valve closing element of the fuel injection valve changes to its open position, so that the injection into a combustion chamber of an internal combustion engine can take place. When the injection control valve closes the drain throttle bore again, the valve closing member is brought back into the closed position due to the pressure increase in the control chamber.
  • a recess in the guide member guiding the valve ball is adapted to the diameter of the valve ball, but radial deflections of the ball relative to the ball seat can occur when the high-pressure jet hits the valve ball radially offset on the outlet throttle bore. Furthermore, settling processes can occur until the ball is lifted off the center of the valve seat, and finally the design of the valve seat as a flat cone does not ensure that the valve ball closes the valve seat in a centered manner without radial displacement and without occurrence of settling processes during the closing process.
  • FIG. 3 A section of a typical embodiment of the essential structural parts of an injection control valve is shown in FIG. 3.
  • the fuel injection valve is connected via the compression fitting 11 to the central high-pressure line 6, which in turn is connected to a high-pressure fuel source.
  • a control chamber 7 Via an inlet throttle bore 10, a control chamber 7 is placed under high pressure, which acts on a valve closing member 12, which keeps the fuel injection valve closed, as long as the high pressure is present in the high-pressure control chamber.
  • the control chamber 7 can be relieved via a relief bore which merges into an outlet throttle bore 8, so that the valve closing member opens the fuel injection valve and injects fuel from the central high-pressure line 6 into the combustion chambers of an internal combustion engine.
  • Opening and closing the drain Throttle bore 8 is ensured by an injection control valve with a valve seat 2, a valve ball 3 and a guide member 4 guiding the valve ball 3.
  • the flat-conical valve seat with an obtuse opening angle ⁇ which is also known from document EP 0 661 442 A1 with FIG. 2, can also be clearly seen here.
  • the object of the invention is therefore to overcome the disadvantages of fuel injection valves of the prior art, to ensure a safe, uniform closing of the valve ball in the injection control valve and to reduce distortions caused by transient processes or other obstructions of the valve ball when the injection control valve closes.
  • Drain throttle bore is advantageously achieved that a higher proportion, compared to the solution according to EP 0 661 442 AI, the kinetic energy of the high-pressure jet emerging from the throttle bore is converted into static pressure.
  • the pressure can act on an enlarged surface of the valve ball when opening.
  • the valve ball is centered and lifted evenly and reproducibly radial displacements of the valve ball in relation to the outlet throttle bore are largely reduced.
  • the funnel shape By forming an approximately steep-walled funnel shape from the outlet throttle bore, diffuser and valve seat, the funnel shape having a right to acute angle cone angle, it is advantageously achieved that, in contrast to the conventional valve seat from a flat cone with an outlet throttle bore arranged centrally on the cone tip
  • the funnel wall of the valve seat supports the centering of the valve ball when the injection control valve is closed and prevents the valve ball from being displaced radially relative to the diffuser and the outlet throttle bore.
  • a diffuser is usually a continuous expansion from a minimum diameter to a maximum diameter.
  • the kinetic energy of a flowing medium is increasingly and continuously partially converted into static pressure.
  • the diffuser is designed as a “cross-sectional jump”, ie the minimum and maximum diameters of the diffuser are the same. This represents an inconsistent expansion of the outlet throttle bore to the diameter of the diffuser, which is commonly referred to as the Carnot opening.
  • Such a Carnot opening has the advantage that the drag coefficient ⁇ can be optimized by simply changing the ratio between the diameter of the diffuser and the diameter of the outlet throttle bore.
  • the ratio between the mean diameter of the diffuser and the diameter of the outlet throttle bore is between 1, 2 and 2, so that approximately the resistance coefficient f can be set between 0, 16 and 9.
  • the cone angle a is 60 ° to 90 °.
  • this steep wall cone enables improved centering of the valve ball.
  • cone angles less than 60 ° the centering of the valve ball is more strongly supported, however, the ball cannot protrude sufficiently deep into the diffuser to float as close as possible to the outlet throttle bore when the injection control valve is closed.
  • cone angles greater than 90 ° the centering effect of the funnel shape becomes increasingly smaller, so that the disadvantages described for the prior art increase.
  • the valve ball is preferably immersed between 1/5 and 1/10 of its radius r in the diffuser. This can be achieved in an advantageous manner that, on the one hand, a sufficiently large ball cap of the valve ball is hit by the high-pressure jet and lifted off the center of the valve seat, and on the other hand that the valve ball is not immersed too deeply into the diffuser.
  • the maximum diameter D of the diffuser and the length l of the diffuser are coordinated with one another in such a way that the valve ball is positioned at a distance of ⁇ 0.1 mm, preferably between 30 and 80 ⁇ m, above the outlet throttle bore when the injection valve is closed is. This distance preferably ensures that the high-pressure jet from the outlet throttle bore initially not only acts on the valve ball surface in the region of the throttle bore when the injection control valve is opened, but that the Pressure on the larger surface of a ball cap of the valve ball affects in the area of the maximum diameter of the diffuser or the valve seat.
  • the length-to-diameter ratio of the outlet throttle bore is decisive for the proportion of throttling.
  • With increasing throttling a lower consumption of fuel flowing out of the control room is also achieved.
  • the time for reducing the high pressure in the control room is increased. Therefore, the range of 1 to 20 for the length-to-diameter ratio of the drain throttle bore represents an optimal compromise between these two extremes.
  • the diffuser preferably has a length-to-maximum diameter ratio between 0.1 and 0.5. With this length-to-maximum diameter ratio of the diffuser it is achieved that the flow does not come to rest on the jacket-shaped wall of the diffuser, so that the friction losses in the diffuser become negligibly small, while the flow losses increase due to eddy formation at the step-shaped transition.
  • FIG. 1 shows a cross section through a fuel injection valve in the region of a valve seat of an injection control valve in a first embodiment of the invention
  • Fig. 2 shows a cross section through a fuel injection valve in the area a valve seat of an injection control valve in a second embodiment of the invention
  • FIG. 3 shows a partial cross section in the area of the essential structural parts of a conventional injection control valve.
  • a pressure chamber 7 is connected to a central high-pressure line 6 via an inlet throttle bore 10 shown in FIG. 3 and is therefore under a fuel pressure between 150 and 300 MPa. Via a relief bore 13, which merges into an outlet throttle bore 8, the control chamber 7 can be relieved when the valve ball 3 of the injection control valve lifts off from the valve seat 2 against a spring preload of a spring 5 in the direction of arrow A.
  • the valve ball 3 is held by a guide member 4 shown in FIG. 3 and guiding the valve ball 3 during opening and closing.
  • the centering of the ball 3 on the valve seat 2 is essentially ensured by a steep-walled funnel shape, which ensures a right to acute cone angle a, which in this preferred embodiment is 90 °.
  • the high-pressure jet from the outlet throttle bore 8 can advantageously hit the valve ball 3 centrally and lift it in the direction of arrow A as soon as a solenoid valve releases the valve ball 3 from a contact pressure on the valve seat 2.
  • a diffuser 9 is arranged, in which the minimum diameter d and the maximum diameter D are the same in this embodiment.
  • the length-to-diameter ratio of the diffuser 9 is 0.2 in this embodiment, and the length-to-diameter ratio of the outflow Throttle bore 8 is ⁇ 2.
  • the valve ball 3 dips into the diffuser 9 with an eighth of its radius r and is positioned at a distance of 80 ⁇ m above the throttle bore when the injection control valve is closed.
  • the cross-sectional expansion between the outlet throttle bore 8 and the diffuser 9 forms a Carnot opening, in which the flow of the high-pressure jet, which is directed from the outlet throttle bore 8 against the center of the valve ball 3, no longer lies laminarly against the walls of the diffuser 9 , but rather forms lossy flow vortices on the cross-sectional extension.
  • the diffuser 9 in connection with the steep-walled valve seat 2 has a significantly higher centering effect on the valve ball 3 than the conventional flat-conical valve seats in connection with an immediate transition from the outlet throttle bore 8 to the valve seat 2 in the conventional technique.
  • valve ball 3 plunges much deeper into the diffuser 9 and, when the injection control valve is closed, hovers 30 ⁇ m above the outlet edge 14 of the outlet throttle bore 8.
  • the valve ball 3 is hydraulically centered by this acute-angled cone of the valve seat 2. This means that the closing can take place without friction and there are no distortions in the return flow when the valve ball 3 is closed. Due to the extremely short diffuser bore with a length-to- Diameter ratio of 0.15, the high-pressure jet emerging from the outlet throttle bore 8 cannot hit the ball substantially outside the center line 15. This results in further reduced radial forces.
  • the relatively large diffuser bore also has the advantage that the steep-walled valve seat 2 can be machined and polished better.
  • FIG. 3 shows a cross-section in section in the area of the essential structural parts of a conventional injection control valve, as already described in detail in the prior art chapter.

Landscapes

  • 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)

Abstract

Soupape d'injection (1) de carburant pour injection de carburant sous haute pression, provenant d'une conduite centrale (6) à carburant sous haute pression, dans les chambres de combustion d'un moteur à combustion interne, qui comporte un siège (2) de soupape, une bille (3) de soupape et un élément de guidage (4) de la bille (3) de soupape. Pour fermer la soupape d'injection, l'élément de guidage (4) pousse la bille (3) de soupape contre le siège (2) de soupape, et pour l'ouverture, il expose la bille (3) de soupape à la précontrainte d'un ressort (5). Lors de l'ouverture, la bille (3) de soupape est soulevée du siège (2) de soupape à l'aide d'un jet sous haute pression qui est fourni par une chambre de commande (7) se trouvant en liaison opérationnelle avec une conduite centrale (6) de carburant sous haute pression par l'intermédiaire d'un orifice d'étranglement (8) de sortie. Un diffuseur (9) est placé entre le siège (2) de soupape et l'orifice d'étranglement (8) de sortie. L'orifice d'étranglement (8) de sortie, le diffuseur (9) et le siège (2) de soupape forment approximativement un entonnoir à parois raides dont l'angle de cône est droit à aigu.
EP99966842A 1998-12-22 1999-12-08 Soupape d'injection de carburant pour injection sous haute pression Expired - Lifetime EP1066465B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19859484A DE19859484A1 (de) 1998-12-22 1998-12-22 Kraftstoff-Einspritzventil für eine Hochdruckeinspritzung
DE19859484 1998-12-22
PCT/DE1999/003913 WO2000037793A1 (fr) 1998-12-22 1999-12-08 Soupape d'injection de carburant pour injection sous haute pression

Publications (2)

Publication Number Publication Date
EP1066465A1 true EP1066465A1 (fr) 2001-01-10
EP1066465B1 EP1066465B1 (fr) 2004-03-17

Family

ID=7892274

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99966842A Expired - Lifetime EP1066465B1 (fr) 1998-12-22 1999-12-08 Soupape d'injection de carburant pour injection sous haute pression

Country Status (6)

Country Link
US (1) US6378502B1 (fr)
EP (1) EP1066465B1 (fr)
JP (1) JP2002533607A (fr)
KR (1) KR100692113B1 (fr)
DE (2) DE19859484A1 (fr)
WO (1) WO2000037793A1 (fr)

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DE10036868B4 (de) * 2000-07-28 2004-07-29 Robert Bosch Gmbh Injektor für ein einen Hochdrucksammelraum umfassendes Einspritzsystem
JP2003113761A (ja) * 2001-08-01 2003-04-18 Denso Corp 燃料噴射弁
JP2005508475A (ja) * 2001-11-09 2005-03-31 シーメンス　アクチエンゲゼルシヤフト 蓄圧式噴射システムのインジェクタのための制御モジュール
US8133554B2 (en) 2004-05-06 2012-03-13 Micron Technology, Inc. Methods for depositing material onto microfeature workpieces in reaction chambers and systems for depositing materials onto microfeature workpieces
DE102004061800A1 (de) * 2004-12-22 2006-07-06 Robert Bosch Gmbh Injektor eines Kraftstoffeinspritzsystems einer Brennkraftmaschine
DE102006052817A1 (de) 2006-11-09 2008-05-15 Robert Bosch Gmbh Brennstoffeinspritzventil
DE102007004553A1 (de) * 2007-01-30 2008-07-31 Robert Bosch Gmbh Kugelsitzventil mit verringertem Erosionsverhalten
DE102010043092A1 (de) * 2010-10-29 2012-05-03 Robert Bosch Gmbh Druckregelventil
DE102011004993A1 (de) * 2011-03-02 2012-09-06 Robert Bosch Gmbh Ventileinrichtung zum Schalten oder Zumessen eines Fluids
DE102012221540A1 (de) * 2012-11-26 2014-05-28 Robert Bosch Gmbh Ventileinrichtung
WO2017010451A1 (fr) * 2015-07-16 2017-01-19 大川原化工機株式会社 Disperseur par voie humide
CN107387281A (zh) * 2017-07-31 2017-11-24 成都威特电喷有限责任公司 柴油共轨油泵进出油单向阀

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Also Published As

Publication number Publication date
EP1066465B1 (fr) 2004-03-17
KR100692113B1 (ko) 2007-03-12
US6378502B1 (en) 2002-04-30
WO2000037793A1 (fr) 2000-06-29
DE59908890D1 (de) 2004-04-22
JP2002533607A (ja) 2002-10-08
DE19859484A1 (de) 2000-07-06
KR20010041144A (ko) 2001-05-15

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