EP0128161B1 - Gicleur de carburant pour moteurs a combustion interne - Google Patents

Gicleur de carburant pour moteurs a combustion interne Download PDF

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Publication number
EP0128161B1
EP0128161B1 EP83903782A EP83903782A EP0128161B1 EP 0128161 B1 EP0128161 B1 EP 0128161B1 EP 83903782 A EP83903782 A EP 83903782A EP 83903782 A EP83903782 A EP 83903782A EP 0128161 B1 EP0128161 B1 EP 0128161B1
Authority
EP
European Patent Office
Prior art keywords
cap
valve needle
throttle channel
plunger
stroke
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.)
Expired
Application number
EP83903782A
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German (de)
English (en)
Other versions
EP0128161A1 (fr
Inventor
Iwan Komaroff
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 EP0128161A1 publication Critical patent/EP0128161A1/fr
Application granted granted Critical
Publication of EP0128161B1 publication Critical patent/EP0128161B1/fr
Expired 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
    • 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
    • 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 a fuel injector for internal combustion engines according to the preamble of the main claim.
  • the opening movement of the valve needle is delayed or damped at least over a partial stroke in that the fuel is throttled only in the can flow into the damping chamber.
  • the closing stroke of the valve needle it is ensured that the valve needle can quickly return to its closed position without being impeded by the damping means.
  • the cap forming the damping space is centered in the radial direction directly on the piston, so that a sufficiently large radial play is provided between the cap and the surrounding walls of the nozzle holder and thereby jamming of the parts can be avoided with certainty.
  • the piston can be formed by the valve needle itself or by its end section facing away from the spray opening. Due to the cap integrated in the volume of the pressure chamber, a displacement of the volume by piston action which influences the flow is avoided.
  • the passage cross section of the throttle channel remains completely or almost completely the same in some embodiments of the unpublished EP-A-0 084 662 over the entire first partial stroke of the valve needle, which in some applications leads to the throttle channel designed for the lower idling operating point increasing in speed and increasing valve needle stroke throttles more than desired and inhibits the valve needle during its opening movement.
  • a valve is provided on the cap, which opens an additional throttle duct leading into the damping space when the pressure difference between the main flow path of the fuel and the damping space exceeds a predetermined value .
  • a damping piston is provided upstream of the valve needle, which is supported on the housing stroke during its opening stroke and acts on the closing spring force on one is displaceably mounted on the pressure pin transmitting the valve needle and, together with the facing end face of the valve needle, delimits a damping space which is connected to the closing spring chamber via a throttle opening.
  • the arrangement according to the invention with the characterizing features of the main claim has the advantage over an embodiment of the generic type that the throttling action has a yielding course already during the first partial stroke of the valve needle, so that the throttling becomes weaker overall with increasing speed of the internal combustion engine and increasing valve needle stroke.
  • the intensity of the increase in cross section of the throttle channel up to the highest speed of the internal combustion engine can be matched to the requirements of the respective application by appropriate geometric design of the throttle channel or the part controlling the throttle channel.
  • the throttle duct is formed by at least one opening in the jacket wall of the cap, which is at least partially covered by the piston in the closed position of the valve needle.
  • the piston itself controls the passage cross section of the throttle channel.
  • a progressive decrease in the throttling effect can be achieved by arranging the features listed in claims 3 to 6.
  • the invention further proposes. that in addition to the throttle channel controlled by the piston or by a part connected to the piston, at least one further additional throttle channel is provided with an unchanging passage cross section.
  • the controlled throttle channel can also be completely closed in the closed position of the valve needle.
  • the additional throttle duct with the unchangeable passage cross-section can advantageously be formed by a fine bore in a perforated brick, which is inserted, for example, in the bottom of the cap and consists of synthetic sapphire. Such a bore can be produced using known manufacturing methods with the smallest manufacturing tolerances.
  • the controlled throttle channel can also be formed in a perforated brick made of synthetic sapphire, which, for example, also sits in the bottom of the cap and in whose bore a throttle pin molded onto the piston projects.
  • the arrangement according to the invention of the throttle connection between the damping space and the flow path of the fuel can advantageously also be combined with the measure that the cap enclosing the damping space receives a forward stroke and a support point on the valve needle or the piston.
  • the pre-stroke serves for the rapid injection of the initial quantity and in cooperation with the support for damping the needle bouncer when the valve needle is closed.
  • the mass of the damping cylinder can be varied to match the bouncer damping properties.
  • FIG. 1 shows a longitudinal section through the first exemplary embodiment
  • FIG. 2 enlarges the damping means of the injection nozzle according to FIG. 1
  • FIG. 3 shows a side view of the damping means in the direction of arrow A in FIG. 2
  • FIG. 4 shows a representation of the second one corresponding to FIG. 3 Embodiment and in Figure 5, the damping means of an injection nozzle according to the third embodiment are shown.
  • the injection nozzle according to FIGS. 1 to 3 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 flange part 30 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 central bore wall of the nozzle body 10 and the circumference of a section 44 of the valve needle 26 with a reduced diameter and extends directly up to the valve seat 24. Between the flange part 30 and the nozzle body 10 there is a distance hg 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 flange part 30 strikes the nozzle body 10. When the valve closes, the closing spring 28 returns the valve needle 26 inwards 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 flange edge 54.
  • a return spring 56 engages on the cap 48, which surrounds the jacket part 52 and presses the flange edge 54 against the shoulder 18 of the sleeve 16.
  • transverse slots 58 are provided through which the fuel can pass from the chamber 20 into the chamber 22.
  • a damping space 60 is formed in the cap 48 between the end face of the shoulder 46 and the base 50, which is continuously connected to the chamber 20 via a throttle channel 62 in the base 50.
  • the throttle channel 62 is formed by the central bore of a perforated brick 64, which consists of synthetic sapphire and is firmly glued or pressed into the bottom 50.
  • the piston-shaped extension 46 covers the transverse slots 58 in the cap 48 in the axial direction by the path h v , which corresponds to the damped forward stroke of the valve needle 26 described below. Furthermore, the opening 66 is completely covered by the extension 46 in the closed position.
  • the cap 48 is taken upward via the inflated fuel cushion in the damping space 60, the return spring 56 opposing the substantially stronger closing spring 28 only with a relatively low resistance.
  • the return spring 56 can be dimensioned with regard to rigidity and preload so that the fuel quantity flowing into the damping space 60 is pushed out of the damping space 60 from the beginning of the closing stroke of the valve needle 26 to the beginning of the next opening stroke either up to the initial or a certain residual volume becomes.
  • the cap 48 either comes back into contact with the shoulder 18 or remains, depending on the speed, an amount away from the shoulder 18, which influences the damping characteristics and the adaptation thereof gives further flexibility.
  • the cap 48 is centered on the valve needle 26 and has a sufficiently large radial play with respect to the nozzle holder 14 so that the valve needle 26 can work without jamming.
  • the return spring 56 for the cap 48 extends partially over the cap 48, so that in this embodiment the means for partially damping the opening stroke of the valve needle 26 take up little space in the axial direction of the injection nozzle.
  • the cap 48 is provided with parallel longitudinal slots 68, 69, the ends of which face the bottom 50 of the cap are offset with respect to one another in the axial direction.
  • the longitudinal slots 68, 69 together form the controlled throttle channel; they are controlled one after the other by the piston-shaped extension 46 during the opening stroke of the valve needle 26, which results in the desired cross-sectional profile over the valve needle stroke.
  • the longitudinal slots 68, 69 lie in the region of local depressions 70, which are provided on the outside in the casing part 52 of the cap 48.
  • the cap 48 is instead of openings 66 in the jacket part 52 with a larger bore 72 in the.
  • a pin 74 of the piston-shaped projection 46 of the valve needle 26 protrudes.
  • the pin 74 is profiled in such a way that an initial section 76 with a larger diameter and an end section 78 with a smaller diameter result.

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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)

Abstract

Gicleur de carburant pour moteurs à combustion interne, avec un pointeau de soupape (26) s'ouvrant vers l'extérieur, relié à un piston (46) qui borne une chambre de vaporisation (60) remplie de carburant et qui n'est relié lors de la première levée partielle du pointeau de soupape (26) au chemin d'écoulement du carburant que par une liaison étranglée. La chambre de vaporisation (60) est formée dans un chapeau (48) situé sur le piston (46) et centré sur celui-ci. La liaison étranglée se compose d'au moins un canal d'étranglement (66, 68, 69, 72) dont la section de passage, au contraire des modes de réalisation du brevet principal, est modifiée en fonction de la levée du pointeau de soupape (26). La section primitive de la liaison étranglée peut ainsi être limitée à une valeur très petite, sans que l'étranglement ait des effets négatifs lors de l'augmentation de la vitesse de rotation et des levées du pointeau. Dans certaines applications, la section d'étranglement primitive peut être avantageusement déterminée par un obturateur (62) réglé de manière fixe.

Claims (8)

1. Buse d'injection de carburant pour moteurs à combustion interne, buse comportant un pointeau de soupape (26), sollicité par un ressort de fermeture (28) et s'ouvrant dans le sens de l'écoulement du carburant, et qui est relié à un piston (46) ou bien constitue lui-même un piston délimitant, en corrélation avec un capot (48) coiffant son extrémité libre, une chambre d'amortissement (60) remplie de carburant, laquelle, tout au moins sur une étendue partielle (hv) de la course d'ouverture du pointeau de soupape (26), n'est relié au trajet d'écoulement principal, entourant le capot (48), du carburant s'écoulant vers l'ouverture (24, 27) de la buse, que par l'intermédiaire d'un canal d'étranglement (66, 68, 69, 72) ménagé dans le capot (48), ce canal d'étranglement (66, 68, 69, 72) allant en augmentant, lors de la course d'ouverture du pointeau de soupape (26), et en se réduisant, lors de sa course de fermeture, la buse comportant, en outre, une butée (18), solidaire du boîtier, pour le capot (48), contre laquelle le capot (48), lors de la course d'ouverture, vient s'appliquer au plus tard après une course préalable non amortie, après quoi il se produit, entre le capot (48) et le piston (46) continuant à se déplacer, un mouvement relatif augmentant la chambre d'amortissement (60), la buse comportant en outre un ressort de rappel (56), lequel, pendant la course de fermeture du pointeau de soupape (26) et après, ramène le capot (48) dans sa position de départ en réduisant la chambre d'amortissement (60) et en refoulant le carburant par le canal d'étranglement (66, 68, 69, 72), buse caractérisée en ce que la section transversale de passage du canal d'étranglement (66, 68, 69, 72) est directement recouverte et commandée par le piston (46) ou bien par une pièce solidaire du piston (46), en fonction de la course du pointeau de soupape.
2. Buse d'injection selon la revendication 1, caractérisée en ce que le canal d'étranglement est constitué par au moins un ajour (66) dans la paroi (52) du capot (48), cet ajour étant au moins partiellement recouvert par le piston (46) dans la position de fermeture du pointeau de soupape (26).
3. Buse d'injection selon la revendication 2, caractérisée en ce que la largeur de l'ajour (66), mesurée transversalement à la direction de l'axe du capot (48) et du piston (46), s'accroît vers l'extrémité ouverte du capot (48).
4. Buse d'injection selon la revendication 2, caractérisée en ce que la paroi (52) du capot (48) est pourvue de deux fentes longitudinales (68, 69), constituant le canal d'étranglement commandé, et dont les extrémités tournées vers le fond (50) du capot (48) sont décalées l'une par rapport à l'autre en direction axiale.
5. Buse d'injection selon la revendication 2, 3 ou 4, avec une fente transversale (58) dans la paroi (52) du capot (48), fente par l'intermédiaire de laquelle, après une course partielle prédéfinie du pointeau de soupape (26), la chambre d'amortissement (60) est reliée, au moins dans une large mesure, au trajet principal d'écoulement du carburant, buse caractérisée en ce que les ajours (66, 68, 69) constituant le canal d'étranglement dans la paroi (52) du capot, débouchent dans la fente transversale de celui-ci.
6. Buse d'injection selon la revendication 1, caractérisée en ce que le canal d'étranglement est constitué par un perçage (72) dans le fond (50) du capot (48), perçage dans lequel plonge un appendice (74), profilé en direction axiale et formé sur le piston (46) ou le pointeau de soupape (26).
7. Buse d'injection selon une des précédentes revendications, caractérisée en ce qu'il est prévu, en dehors du canal d'étranglement (66) commandé par le piston (46) ou bien par une pièce solidaire de ce piston, au moins un autre canal d'étranglement supplémentaire (62) avec une section transversale de passage non modifiable.
8. Buse d'injection selon la revendication 7, caractérisée en ce que le canal d'étranglement supplémentaire (62) est constitué par un perçage très fin dans une pierre (64), en saphir synthétique, enchâssée dans le fond (50) du capot (48).
EP83903782A 1982-12-18 1983-11-22 Gicleur de carburant pour moteurs a combustion interne Expired EP0128161B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19823246916 DE3246916A1 (de) 1982-12-18 1982-12-18 Kraftstoff-einspritzduese fuer brennkraftmaschinen
DE3246916 1982-12-18

Publications (2)

Publication Number Publication Date
EP0128161A1 EP0128161A1 (fr) 1984-12-19
EP0128161B1 true EP0128161B1 (fr) 1987-03-25

Family

ID=6181041

Family Applications (1)

Application Number Title Priority Date Filing Date
EP83903782A Expired EP0128161B1 (fr) 1982-12-18 1983-11-22 Gicleur de carburant pour moteurs a combustion interne

Country Status (5)

Country Link
EP (1) EP0128161B1 (fr)
JP (1) JPS60500268A (fr)
DE (2) DE3246916A1 (fr)
IT (1) IT1170264B (fr)
WO (1) WO1984002379A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3515723A1 (de) * 1985-05-02 1986-11-06 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoff-einspritzduese fuer brennkraftmaschinen
GB8709712D0 (en) * 1987-04-24 1987-05-28 Lucas Ind Plc Fuel injection nozzle
US5125580A (en) * 1989-01-12 1992-06-30 Voest-Alpine Automotive Gesellschaft, M.B.H. Fuel injection nozzle
DE10318255A1 (de) * 2003-04-23 2004-11-25 Man B & W Diesel Ag Einrichtung zum Reduzieren des Nachspritzens eines Einspritzventils

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2451462A1 (de) * 1974-10-30 1976-05-06 Maschf Augsburg Nuernberg Ag Einspritzventil fuer hubkolbenbrennkraftmaschinen
IT1059704B (it) * 1975-04-19 1982-06-21 Cav Ltd Unita di ugello di iniezione di combustibile
DE3041018C2 (de) * 1980-10-31 1986-03-20 Daimler-Benz Ag, 7000 Stuttgart Kraftstoffeinspritzeinrichtung für eine luftverdichtende Einspritzbrennkraftmaschine
DE3120060A1 (de) * 1981-05-20 1982-12-09 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

Also Published As

Publication number Publication date
IT8324156A0 (it) 1983-12-14
EP0128161A1 (fr) 1984-12-19
WO1984002379A1 (fr) 1984-06-21
DE3370514D1 (en) 1987-04-30
IT1170264B (it) 1987-06-03
DE3246916A1 (de) 1984-06-20
JPS60500268A (ja) 1985-02-28

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