WO2017001094A1 - Injecteur de carburant - Google Patents

Injecteur de carburant Download PDF

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Publication number
WO2017001094A1
WO2017001094A1 PCT/EP2016/060300 EP2016060300W WO2017001094A1 WO 2017001094 A1 WO2017001094 A1 WO 2017001094A1 EP 2016060300 W EP2016060300 W EP 2016060300W WO 2017001094 A1 WO2017001094 A1 WO 2017001094A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve
fuel injector
closing
actuator
space
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/EP2016/060300
Other languages
English (en)
Inventor
Alp Durus
Dogan Vardar
Duygu Kandemir
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
Priority to EP16722856.8A priority Critical patent/EP3317509B1/fr
Publication of WO2017001094A1 publication Critical patent/WO2017001094A1/fr
Anticipated expiration legal-status Critical
Ceased 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
    • 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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/061—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means
    • F02M51/0625—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures
    • F02M51/0635—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures having a plate-shaped or undulated armature not entering the winding
    • F02M51/066—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures having a plate-shaped or undulated armature not entering the winding the armature and the valve being allowed to move relatively to each other or not being attached to each other
    • 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
    • F02M2200/26—Fuel-injection apparatus with elastically deformable elements other than coil springs
    • 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
    • F02M63/0073—Pressure balanced valves

Definitions

  • the invention relates to a fuel injector having a control valve.
  • Patent specification EP 851 1 14 B1 has disclosed a fuel injector having a control valve for injecting fuel into a combustion chamber of an internal combustion engine.
  • the known fuel injector has a nozzle needle which is arranged longitudinally displaceably in a pressure space.
  • the pressure space is fed with highly pressurized fuel.
  • the nozzle needle interacts as a result of its longitudinal movement with a nozzle needle seat and as a result opens and closes at least one injection opening into the combustion chamber.
  • the longitudinal movement of the nozzle needle is controlled by the pressure in the control space, it being possible for the control space to be connected to a low-pressure space by means of a control valve which can be actuated by an actuator.
  • the control valve comprises a closing body which can be moved by the actuator, a valve seat and a closing spring.
  • the closing body interacts with the valve seat in order to open and close a hydraulic connection from the control space to the low-pressure space.
  • the closing body is pressed at least indirectly by the closing spring against the valve seat.
  • the closing spring of the known control valve is configured as a conventional helical spring which has a low stiffness.
  • the compression spring therefore requires a comparatively large amount of installation space.
  • the overall structural size of the fuel injector is large and the actuator possibly has only a small amount of installation space available, with the result that the actuator force turns out to be comparatively low.
  • the fuel injector according to the invention for injecting fuel into a combustion chamber of an internal combustion engine minimizes the installation space requirement for the closing spring of the control valve. As a result, the overall size of the fuel injector is reduced.
  • the fuel injector has a nozzle needle which is arranged longitudinally displaceably in a pressure space.
  • the pressure space can be filled with highly pressurized fuel.
  • the nozzle needle interacts as a result of its longitudinal movement with a nozzle needle seat and as a result opens and closes at least one injection opening into the combustion chamber.
  • the longitudinal movement of the nozzle needle is controlled by the pressure in a control space, it being possible for the control space to be connected to a low- pressure space by means of a control valve which can be actuated by an actuator.
  • the control valve comprises a closing body which can be moved by the actuator, a valve seat and a closing spring.
  • the closing body interacts with the valve seat in order to open and close a hydraulic connection from the control space to the low-pressure space.
  • the closing body is pressed at least indirectly by the closing spring against the valve seat.
  • the closing spring is configured as a wave spring.
  • the closing spring has a high spring stiffness in a comparatively small amount of installation space.
  • the overall size of the entire fuel injector can thus be reduced.
  • the actuator can be of more powerful configuration, which leads to an improved injection characteristic because the control valve can be actuated more rapidly.
  • the closing spring has from 2.5 to 4.5 waves per revolution. This ensures the required stiffness of the closing spring in the case of the diameters in the millimetre range which are customary for the closing spring.
  • the closing spring advantageously has from 3 to 4 windings. As a result, a sufficient stroke of the control valve can be carried out with a low overall height.
  • the closing spring is arranged in a recess of the actuator. As a result, the installation space of the fuel injector is reduced or a larger actuator can also be used as an alternative, since the spring no longer protrudes through a through hole of the actuator. Furthermore, the closing spring is therefore supported directly on the actuator, which signifies a simplification of the setting of the control valve during the assembly of the fuel injector.
  • the valve seat is configured on a valve body. As a result, the valve seat can be of robust design.
  • the valve body can be manufactured from a particularly wear-resistant steel and/or can be correspondingly coated.
  • the control valve comprises an armature which is operatively connected at least indirectly to the closing body.
  • the armature can be actuated directly by the actuator in a simple way.
  • the control valve advantageously comprises a valve bolt, the valve bolt being operatively connected to the armature and interacting with the closing body. The actuator force is thus transmitted by the armature via the valve bolt to the closing body in a simple way. Any tolerances, for example with regard to the coaxiality, in the region of the control valve can be compensated for as a result.
  • the closing spring advantageously interacts with the valve bolt.
  • the closing spring can therefore be positioned advantageously and does not have to act directly on the armature.
  • the closing body is configured as an armature sleeve which interacts with the actuator.
  • the actuator force is transmitted directly to the closing body.
  • a pressure-equalized and/or force-equalized control valve can be realized by way of this embodiment.
  • the control valve comprises a valve bolt, the armature sleeve being guided longitudinally movably on the valve bolt.
  • the valve bolt does not serve to transmit force from the armature to the closing body, but rather it absorbs the hydraulic force in front of the valve seat and is supported on the opposite side at least indirectly on a housing of the fuel injector.
  • the diameter of the valve bolt advantageously corresponds to the diameter of the valve seat, with the result that the control valve is force-equalized; this means that the armature sleeve is equalized with regard to the hydraulic forces in the opening direction in the closed state of the control valve.
  • the actuator is an electromagnetic actuator.
  • Electromagnetic actuators usually require a comparatively large closing spring.
  • the embodiment of the closing spring as a wave spring and the associated reduction in installation space are correspondingly particularly suitable for electromagnetic actuators.
  • Fig. 1 diagrammatically shows a longitudinal section through a fuel injector, only the essential regions being shown.
  • Fig. 2 shows a further embodiment of the fuel injector in the region of a control valve.
  • Fig. 3 shows a further embodiment of the fuel injector in the region of the control valve.
  • valve body 47 lock nut
  • Fig. 1 diagrammatically shows a longitudinal section through a fuel injector (1 ) for injecting fuel into a combustion chamber of an internal combustion engine, only the essential regions being shown.
  • the fuel injector (1 ) comprises a housing (40) which, in the embodiment which is shown, has substantially three components which are braced with one another: a holding body (42), a valve body (9) and a nozzle body (43) which adjoins the combustion chamber. These components are braced with one another in the longitudinal direction in a medium- tight manner by way of a nozzle clamping nut (44).
  • a pressure space (6) is configured in the nozzle body (43), in which pressure space (6) a nozzle needle (3) is arranged longitudinally displaceably.
  • the pressure space (6) is supplied via a high-pressure feed line (41 ) which is configured in the housing 40 with highly pressurized fuel from a fuel source (not shown), for example a high-pressure reservoir.
  • a nozzle needle seat (7) is configured on the nozzle body (43). Furthermore, an injection opening (8) which branches off from the pressure space (6) and opens into the combustion chamber is configured on the nozzle body (43).
  • the nozzle needle (3) interacts as a result of its longitudinal movement with the nozzle needle seat (7) and as a result opens and closes the at least one injection opening (8).
  • a nozzle needle (45) which is arranged on the pressure space (6) acts on a shoulder of the nozzle needle (3) and presses the nozzle needle (3) against the nozzle needle seat (7) as a result. At the end which lies opposite the shoulder, the nozzle needle (45) interacts with a sleeve (46) and presses it against the valve body (9).
  • the nozzle needle (3) is arranged longitudinally movably in the sleeve (46).
  • the control space (10) is connected to the pressure space (6) via an inflow throttle (15) which is configured in the sleeve (46).
  • the longitudinal movement of the nozzle needle (3) is controlled by the pressure in the control space (10), the pressure in the control space (10) in turn being controlled by a control valve (5) which is arranged in the housing (40).
  • the control valve (5) of the exemplary embodiment of Fig. 1 comprises a spherical closing body (50), a valve seat (12), a valve bolt 51 , a driver ring 52, an armature 53 and a closing spring 4.
  • the valve seat 12 is configured on the valve body (9).
  • the closing body (50) interacts with the valve seat (12) and as a result opens and closes a hydraulic connection from the control space (10) to a low-pressure space (30) which is configured in the housing (40).
  • the hydraulic connection comprises an outflow throttle (16) which is configured in the valve body (9).
  • the closing body (50) is guided in a receptacle of the valve bolt (51 ).
  • the driver ring (52) is arranged in a groove of the valve bolt (51 ).
  • the armature (53) is arranged so as to surround the valve bolt (51 ) radially and is braced against the driver ring (52) via the valve spring (54) which is arranged in the low-pressure space (30).
  • the armature (53), the driver ring (52), the valve bolt (51 ) and optionally also the closing body (50) can be configured in one piece.
  • the valve spring (54) can then also be dispensed with.
  • the control valve (5) can be actuated by an actuator (2) which is arranged in the housing (40) and is configured as an electromagnetic actuator in the exemplary embodiment of Fig. 1 .
  • the actuator (2) can also be configured, for example, as a piezoelectric actuator.
  • the actuator (2) is braced against a shoulder (42a) of the holding body (42) by way of a lock nut (47) and is therefore fixed in the housing (40).
  • the actuator (2) acts on the armature (53) in the opening direction of the control valve (5).
  • the closing spring (4) is arranged in the recess (21 ) of the actuator (2), which closing spring (4) acts on the valve bolt (51 ) in the closing direction of the control valve (5), that is to say presses the closing body (50) indirectly against the valve seat (12).
  • the closing spring (4) is configured as a wave spring. In comparison with a conventional helical spring, the said wave spring has the advantage that it has a higher specific stiffness with regard to the installation space.
  • the installation space required for the closing spring (4) can be reduced in size and the overall design size of the fuel injector (1 ) can therefore be decreased. Furthermore, the size of the actuator (2) can also be enlarged in turn, with the result that a greater actuator force can be generated.
  • the closing spring (4) which is configured as a wave spring advantageously has a number of from 2.5 to 4.5 waves over the circumference.
  • the number of windings is preferably from 3 to 4.
  • the spring rate in these advantageous embodiments is from 200 to 500 N/mm.
  • the closing force of the closing spring (4) which is required for the control valve (5) is achieved.
  • the closing force of the closing spring (4) is preferably approximately from 100 to 130 N.
  • the height of the closing spring (4) is merely from 4 to 7 mm, with the result that the control valve (5) can be of extremely compact configuration.
  • Fig. 2 shows a further embodiment of the fuel injector (1 ) in the region of the control valve (5) in longitudinal section, only the essential regions being shown.
  • the electromagnetically configured actuator (2) is stressed against the shoulder (42a) of the holding body (42) by the lock nut (47) with a leaf spring (48) positioned in between.
  • the holding body (42) is screwed to the valve body (9) by way of the nozzle clamping nut (44).
  • this screw connection can also comprise the nozzle body (43) (not shown).
  • the control valve (5) is of substantially pressure-equalized and/or force- equalized configuration. This means that the hydraulically resulting overall force on the closing body (50) is virtually zero in the closed state of the control valve (5).
  • the armature (53) and the closing body (50) are configured in one piece: the closing body (50) is an end section of the armature (53) and interacts with the valve seat (12) which is configured on the valve body (9).
  • the closing body (50) and the armature (53) can also be called an armature sleeve (50.53).
  • the armature sleeve (50,53) is pressed against the valve seat (12) by the closing spring (4) which is configured as a wave spring, the closing spring (4) being supported on the lock nut (47).
  • the armature sleeve (50.53) has a continuous guide hole (53a), in which the valve bolt (51 ) is arranged. Unlike in the exemplary embodiment of Fig.
  • valve bolt (51 ) is not operatively connected to the armature (53).
  • the valve bolt (51 ) is loaded merely on one end side with the hydraulic pressure of the fuel which is to be sealed at the valve seat (12), and is supported on the opposite end side on the lock nut (47). Since the guide hole (53a) has the same diameter as the valve seat (12), this embodiment of the control valve (5) is pressure- equalized and/or force-equalized.
  • Fig. 3 shows a similar embodiment of the fuel injector to Fig. 2, namely with a pressure- equalized control valve (5).
  • the actuator (2) has a recess (21 ), in which the closing spring (4) is arranged.
  • the closing spring (4) is supported on the actuator (2) and presses the armature (53), with the closing body (50) which is connected in one piece with it, or the armature sleeve (50), (53) against the valve seat (12).
  • the method of operation of the fuel injector 1 is as follows:
  • the pressure space (6) is in permanent hydraulic connection via the high-pressure feed line (41 ) to a high-pressure reservoir, for example a common rail or a high-pressure pump.
  • a high-pressure reservoir for example a common rail or a high-pressure pump.
  • the nozzle needle (3) is raised up from the nozzle needle seat (7).
  • the movement of the nozzle needle (3) is controlled by the control valve (5).
  • the control valve (5) is actuated by the actuator (2) and controls the pressure in the control space (10). If high pressure prevails in the control space (10), the said high pressure presses the nozzle needle (3) against the nozzle needle seat (7) counter to the force of the nozzle spring (45) and counter to a resulting hydraulic force which acts on the nozzle needle (3) in the pressure space (6).
  • the control valve (5) is actuated in such a way that the closing body (50) is raised up from the valve seat (12).
  • the pressure in the control space (10) is relieved into the low-pressure space (30) by way of the outflow throttle (16).
  • the nozzle needle (3) is raised up from the nozzle needle seat (7) counter to the nozzle spring (45) by way of the resulting hydraulic force in the nozzle space (6), and the injection of the highly pressurized fuel from the pressure space (6) through the injection openings (8) into the combustion chamber of the internal combustion engine takes place as a result.
  • the actuation of the actuator (2) is ended, with the result that the closing body (50) is pressed by the closing spring (4) against the valve seat (12) again and the outflow throttle (16) is therefore closed.
  • the pressure in the control space (10) is again increased as a result of the inflow via the inflow throttle (15), to such an extent that the said pressure, together with the force of the nozzle spring (45), brings about closure of the nozzle needle (3).
  • the closing spring (4) has to press the closing body (50) against the valve seat (12) rapidly, that is to say with a high force. This requires a high spring stiffness of the closing spring (4). Since the closing spring (4) is configured as a wave spring, it has a high spring stiffness in a comparatively small installation space. As a result of this configuration, the overall size of the entire fuel injector (1 ) can therefore be reduced.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electromagnetism (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un injecteur de carburant (1) destiné à injecter du carburant dans une chambre de combustion d'un moteur à combustion interne comportant une aiguille d'injecteur (3) qui est disposée de façon déplaçable longitudinalement dans un espace de pression (6). L'espace de pression (6) peut être rempli d'un carburant sous haute pression. L'aiguille d'injecteur (3) interagit en conséquence de son mouvement longitudinal avec un siège d'aiguille d'injecteur (7) et, en conséquence, ouvre et ferme au moins une ouverture d'injection (8) dans la chambre de combustion. Le mouvement longitudinal de l'aiguille d'injecteur (3) est commandé au moyen de la pression dans un espace de commande (10), l'espace de commande (10) pouvant être relié à un espace à basse pression (30) au moyen d'une soupape de commande (5) qui peut être actionnée par un actionneur (2). La soupape de commande (5) comprend un corps de fermeture (50) qui peut être déplacé par l'actionneur (2), un siège de soupape (12) et un ressort de fermeture (4), le corps de fermeture (50) interagissant avec le siège de soupape (12) afin d'ouvrir et fermer une connexion hydraulique allant de l'espace de commande (10) à l'espace à basse pression (30). Le corps de fermeture (50) est pressé au moins indirectement par le ressort de fermeture (4) contre le siège de soupape (12). Selon l'invention, le ressort de fermeture (4) est conçu en tant que ressort ondulé.
PCT/EP2016/060300 2015-07-02 2016-05-09 Injecteur de carburant Ceased WO2017001094A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP16722856.8A EP3317509B1 (fr) 2015-07-02 2016-05-09 Injecteur de carburant

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
TR201508195 2015-07-02
TR2015/08195 2015-07-02

Publications (1)

Publication Number Publication Date
WO2017001094A1 true WO2017001094A1 (fr) 2017-01-05

Family

ID=55970982

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2016/060300 Ceased WO2017001094A1 (fr) 2015-07-02 2016-05-09 Injecteur de carburant

Country Status (2)

Country Link
EP (1) EP3317509B1 (fr)
WO (1) WO2017001094A1 (fr)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0318743A1 (fr) * 1987-12-02 1989-06-07 Ganser-Hydromag Injecteur de combustible commandé électroniquement
EP0851116A2 (fr) * 1996-12-23 1998-07-01 ELASIS SISTEMA RICERCA FIAT NEL MEZZOGIORNO Società Consortile per Azioni Soupape électromagnétique de dosage pour un injecteur de combustible
DE19820341A1 (de) * 1998-05-07 1999-11-18 Daimler Chrysler Ag Betätigungsvorrichtung für eine Hochdruck-Einspritzdüse für flüssige Einspritzmedien
JP3506154B2 (ja) * 1995-02-08 2004-03-15 株式会社デンソー 電磁弁
WO2004079180A1 (fr) * 2003-03-04 2004-09-16 Siemens Aktiengesellschaft Soupape comportant un element ressort, conçue pour un injecteur de carburant
US20090308353A1 (en) * 2007-03-09 2009-12-17 Hans-Christoph Magel Fuel injector with an improved control valve
DE102009046336A1 (de) * 2009-11-03 2011-05-05 Robert Bosch Gmbh Ventilanordnung eines Kraftstoffinjektors
DE102010030390A1 (de) * 2010-06-23 2011-12-29 Robert Bosch Gmbh Steuerventil

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0318743A1 (fr) * 1987-12-02 1989-06-07 Ganser-Hydromag Injecteur de combustible commandé électroniquement
JP3506154B2 (ja) * 1995-02-08 2004-03-15 株式会社デンソー 電磁弁
EP0851116A2 (fr) * 1996-12-23 1998-07-01 ELASIS SISTEMA RICERCA FIAT NEL MEZZOGIORNO Società Consortile per Azioni Soupape électromagnétique de dosage pour un injecteur de combustible
DE19820341A1 (de) * 1998-05-07 1999-11-18 Daimler Chrysler Ag Betätigungsvorrichtung für eine Hochdruck-Einspritzdüse für flüssige Einspritzmedien
WO2004079180A1 (fr) * 2003-03-04 2004-09-16 Siemens Aktiengesellschaft Soupape comportant un element ressort, conçue pour un injecteur de carburant
US20090308353A1 (en) * 2007-03-09 2009-12-17 Hans-Christoph Magel Fuel injector with an improved control valve
DE102009046336A1 (de) * 2009-11-03 2011-05-05 Robert Bosch Gmbh Ventilanordnung eines Kraftstoffinjektors
DE102010030390A1 (de) * 2010-06-23 2011-12-29 Robert Bosch Gmbh Steuerventil

Also Published As

Publication number Publication date
EP3317509B1 (fr) 2019-08-28
EP3317509A1 (fr) 2018-05-09

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