EP0148837A1 - Dispositif d'injection de carburant dans un ecoulement secondaire d'air de combustion d'une chambre de combustion. - Google Patents

Dispositif d'injection de carburant dans un ecoulement secondaire d'air de combustion d'une chambre de combustion.

Info

Publication number
EP0148837A1
EP0148837A1 EP84900267A EP84900267A EP0148837A1 EP 0148837 A1 EP0148837 A1 EP 0148837A1 EP 84900267 A EP84900267 A EP 84900267A EP 84900267 A EP84900267 A EP 84900267A EP 0148837 A1 EP0148837 A1 EP 0148837A1
Authority
EP
European Patent Office
Prior art keywords
nozzle
air
heating
fuel
combustion chamber
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
EP84900267A
Other languages
German (de)
English (en)
Other versions
EP0148837B1 (fr
Inventor
Thomas Frey
Werner Grunwald
Ernst Imhof
Iwan Komaroff
Helmut Reum
Gunther Schmid
Kurt Schmid
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 AT84900267T priority Critical patent/ATE33169T1/de
Publication of EP0148837A1 publication Critical patent/EP0148837A1/fr
Application granted granted Critical
Publication of EP0148837B1 publication Critical patent/EP0148837B1/fr
Expired 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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/04—Injectors with heating, cooling, or thermally-insulating means
    • F02M53/06—Injectors with heating, cooling, or thermally-insulating means with fuel-heating means, e.g. for vaporising
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • 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
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for

Definitions

  • the invention is based on a device for injecting fuel according to the type of the main claim.
  • a heating chamber is arranged between the spray opening of the fuel injection nozzle and the passage opening in the partition between the nozzle and the combustion chamber, in which the coaxial to the defined fuel jet. Heater is arranged.
  • a negative pressure is created as long as the injection takes place.
  • the pressure in this chamber can drop considerably below the ambient air pressure. As soon as the injection is interrupted, gas flows from the combustion chamber into the heating chamber due to the pressure difference.
  • a further disadvantage of this known device is that the heating radiation of the heating device hits the fuel jet directly, so that overheating occurs on its surface, which in connection with the oxygen which is present here at least at times to some extent Pre-combustion leads. This pre-combustion is then followed by the main combustion, the efficiency of which depends on the quality of the preparation of the fuel-air mixture. However, this quality can only be maintained to the desired extent over the entire speed range if the above-described pre-combustion is constant over the entire speed range.
  • this known device also has in continuous injection systems, for example for heating combustion chambers.
  • This inevitably draws air past the spray jet past the spray jet into the heating chamber, which has a disadvantageous effect on the jet direction, jet shape and jet speed of the fuel jet.
  • the fuel jet flutters and is usually pushed in on one side. It loses speed and is poorly distributed in the combustion chamber. This leads to increased soot emissions and reduced energy yield.
  • the device according to the invention with the characterizing features of the main claim has the advantage that combustion air circulates almost continuously via the bypass and is heated by the heating device arranged there. Even if the fuel injection works intermittently, the fuel jet never acts against the flow of the combustion air in the bypass, but rather only drives it. At higher speeds and a correspondingly higher injection frequency, the speed of the air flow through the bypass also increases comparatively, so that there is also a correspondingly higher heating output. On the one hand, due to the largely uniform heating of the volume resulting from the speed, a much more uniform combustion process and on the other hand an improvement in emissions can be achieved. Another significant advantage is that primarily the combustion air flowing through the bypass is heated up and the heating device does not act directly on the fuel.
  • the device according to the invention has an advantageous effect particularly in modern internal combustion engines with their combustion chambers optimized with regard to the flow dynamics. In contrast to the known devices, it does not have any disadvantage in terms of flow technology, but rather can be planned into that of the combustion chambers by the designer using the flow function that has been input to it, as a result of which the flow characteristics of the combustion chamber can be improved. Depending on the position of the inlet of the bypass, the combustion chamber flow is influenced directly.
  • the heating element is fastened in the bypass to the air guiding device. This ensures that the
  • the heating device is always located at the most favorable heating effect provided by the designer, namely where the heating surfaces are optimally coated due to known flow conditions.
  • the arrangement of the heating element is particularly advantageous in the air flow upstream of the entry of the fuel jet. Due to the turbulence resulting from the flow, the air flowing upstream of the fuel inlet is effectively heated before it comes into contact with the fuel jet. As is known, in the principle of the water jet pump, air bubbles are entrained by the liquid jet, so that here the heated combustion air partly gets into the cool fuel jet. This mixing is strengthened downstream of the through opening, so that a largely homogeneous and rich fuel-air mixture is available before ignition.
  • the starting aids that are usually required during a cold start, such as glow plugs and glow plugs, which cause considerable flow losses in the combustion chamber and adversely affect the soot emission, are no longer necessary when using the arrangement according to the invention.
  • these known heating devices have a considerable current consumption and are therefore less suitable for continuous operation.
  • the device according to the invention requires relatively little electrical energy and can therefore be used in continuous operation.
  • the injection nozzle is a multi-hole nozzle with spray jets running transversely to the injection nozzle axis, the air guide device being arranged on a nozzle clamping nut with which a nozzle holder body having the spray openings can be clamped to a nozzle holder.
  • the nozzle clamping nut is fixed in its position in relation to the fuel injection nozzle and thus to the combustion chamber, so that the air guide device is also fixed accordingly.
  • the bypass inlet can either be arranged centrally, namely coaxially to the fuel injection nozzle, in the air guide device or transversely to the nozzle axis.
  • air is additionally pressed from the combustion chamber into this heating chamber during the compression, a very simple arrangement of the heating device, for example in the form of a heating wire spiral, being advantageously possible.
  • heating conductors are preferably used as the heating device, which are arranged outside of the air guiding device on the flow-swept surfaces so that the combustion air is drawn up before it enters the bypass is heated.
  • the heating conductor can either be attached to the inside or outside of the funnel body and can be designed in various ways (e.g. layer, flat wire, round wire, etc.).
  • FIG. 1 shows a fuel injection nozzle in longitudinal section, on which the first exemplary embodiment is realized
  • FIG. 2 shows a detail from FIG. 1 of the first exemplary embodiment on an enlarged scale
  • FIG. 3 shows a variant of the thermal protection of the first exemplary embodiment 4 shows the second embodiment in longitudinal section with a funnel-shaped air inlet
  • FIG. 5 shows the third embodiment in longitudinal section with radial air inflow
  • FIG. 6 shows a section along line VI-VI in FIG. 5.
  • a preferred area of application for the invention is the diesel engine, and the exemplary embodiments described below relate to use in such a self-igniting internal combustion engine. All three exemplary embodiments are arranged directly on the fuel injection nozzle of the diesel engine, one of which is also shown in FIG. 1, for example.
  • a nozzle body 1 is clamped via a nozzle clamping nut 2 to a nozzle holder 3, which is connected to an injection pump by means of fuel lines (not shown).
  • the fuel supplied intermittently by the injection pump passes through a pressure channel 4 into a pressure chamber 5 of the nozzle body 1 and shifts into Opening direction a valve needle 7 against the force of the closing spring 6.
  • the pressure chamber 5 is connected to a blind hole 9, from which spray openings 11 arranged in a nozzle tip branch off.
  • FIG. 2 shows this injection part of the fuel injection nozzle of the first exemplary embodiment shown in FIG. 1 on an enlarged scale.
  • the nozzle clamping nut has a tubular section 12 which runs coaxially to the injection nozzle axis and in which through openings 13 are provided for the fuel jet formed via the spray openings 11.
  • the spray openings 11 and the associated through openings 13 are axially aligned. Since the tubular section 12 of the nozzle clamping nut 2 forms a partition between the fuel injector and spray nozzle and there especially the tip 10 and the combustion chamber 14 located outside this pipe section 12, the fuel jet must be able to pass through the through opening 13 unhindered.
  • the fuel / air mixture then forms in the combustion chamber 14 in a conventional manner and ignites itself if the compression is sufficient.
  • a heating coil 16 is arranged in this tube space 15, coaxially to the tube section 12, which is supplied with electrical energy via the cable 17 shown in FIG. 1 and with its end 18 via the nozzle tip lo is grounded.
  • the air flowing from the combustion chamber 14 into the heating chamber 15 can be heated accordingly before it comes into contact with the fuel jet.
  • the pump effect caused by the jet energy also ensures that this warmed-up air is mixed with the fuel jet and thus, in addition to the heating of the fuel-air mixture, for its intensive mixing and preparation.
  • This heating and conditioning of the fuel-air mixture not only results in a better ignitability, but also a decrease in the soot content in the exhaust gas, since a more perfect combustion of the hydrocarbons is possible.
  • a heat protection 19 is arranged transversely to the flow direction on the dome of the nozzle body 1, the end face of which towards the flow side is provided with a heat-insulating
  • ⁇ NA ⁇ layer 2o is provided.
  • the air flow in the bypass 15, which is heated by the heating element 16, is conducted through the heat protection 19 to the outside and thus to the through openings 13, so that overheating of the actual tip 10 and thus the spray openings 11 or even the blind hole 9 is avoided.
  • a heat shield 21 is attached to the top lo ', which has the same function as the heat protection 19 described above, but is relatively easy to attach to standard perforated nozzles, for example by welding.
  • the tubular section 12 ' has a funnel-shaped extension 23 towards the combustion chamber 14.
  • the inlet of the bypass is expanded accordingly, so that air is drawn in from a wider zone of the combustion chamber 14.
  • This air sweeps over a heating conductor 24, which is arranged on the inside of the funnel 23.
  • the air then enters the cylindrical section of the air guiding device 12 ', in order to then flow again via the fuel jet and the through openings 13 into the combustion chamber 14.
  • thermal protection is provided on the end face opposite the flow. 4 shows two variants of this thermal protection, one on the left and one on the right of the central axis.
  • thermo insulation layer 27 with a corresponding effect.
  • a conical heating coil is arranged in a funnel-shaped air guide tube which forms the bypass for heating the air
  • a cylindrical corresponding bypass tube on its inner walls Heating conductors are provided.
  • a tube with heating surfaces is preferably arranged coaxially in the tube or funnel.
  • FIG. 5 and 6 show a third exemplary embodiment in which the air drawn in from the combustion chamber 14 flows to the fuel jets transversely to the nozzle axis. Since the fuel jets are also sprayed transversely to the injector axis, even in this exemplary embodiment, which also involves a perforated nozzle, the air inlet and outlet largely take place in a plane transverse to the injector axis.
  • the combustion air is heated via heating conductors 32, which are arranged on the outer jacket surface of the hood 29 in such a way that they are captured by the inflowing air as far as possible.
  • the conical hood portion 33 is the one hand, is on the other hand a part of the spherical portion 29 near the Ein ⁇ holes 31.
  • the heating enables two heating stages, which can be switched on either alternatively or in parallel.
  • a stronger heating output could be used during a cold start, and a weaker, for example continuous, heating could be used to improve the combustion process.
  • combustion air is to be drawn from the combustion chamber or the combustion chamber through a bypass formed by an air guiding device and fed again through the injector effect of the fuel jet, this bypass flow being heated by heating devices.

Abstract

Dispositif d'injection de carburant dans la chambre de combustion d'un moteur à combustion interne, avec un injecteur et une cloison de séparation (12, 23, 29) placée après celui-ci, dotée d'ouvertures de passage (13) pour les jets d'injection et formée en tant que dispositif de guidage pour un flux partiel d'air de combustion qui est accéléré par l'action d'injection des jets de carburant dans les ouvertures de passage (13). Sur la cloison de séparation (12, 23, 29) est fixé en outre un dispositif (26, 24, 32) de préchauffage du flux partiel d'air de combustion. Dans le présent dispositif, le flux partiel d'air de combustion circule presque continuellement à travers la cloison de séparation (12, 23, 29) en forme de dispositif de guidage, l'accélération provoquée par l'action d'injection des jets de carburant augmentant avec l'accroissement de la vitesse de rotation du moteur à combustion interne. L'avantage est que, dans tout le régime et dans toute la plage de vitesse de rotation du moteur à combustion interne, il est possible d'obtenir un procédé de combustion régulier et une réduction des émissions de produits nocifs.
EP84900267A 1983-04-27 1983-12-20 Dispositif d'injection de carburant dans un ecoulement secondaire d'air de combustion d'une chambre de combustion Expired EP0148837B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT84900267T ATE33169T1 (de) 1983-04-27 1983-12-20 Einrichtung zum einspritzen von kraftstoff in eine sekundaere stroemung von verbrennungsluft einer brennkammer.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3315241 1983-04-27
DE19833315241 DE3315241A1 (de) 1983-04-27 1983-04-27 Einrichtung zum einspritzen von kraftstoff in eine sekundaere stroemung von verbrennungsluft einer brennkammer

Publications (2)

Publication Number Publication Date
EP0148837A1 true EP0148837A1 (fr) 1985-07-24
EP0148837B1 EP0148837B1 (fr) 1988-03-23

Family

ID=6197483

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84900267A Expired EP0148837B1 (fr) 1983-04-27 1983-12-20 Dispositif d'injection de carburant dans un ecoulement secondaire d'air de combustion d'une chambre de combustion

Country Status (7)

Country Link
US (1) US4604975A (fr)
EP (1) EP0148837B1 (fr)
JP (1) JPS60501165A (fr)
AT (1) ATE33169T1 (fr)
DE (2) DE3315241A1 (fr)
IT (1) IT1176060B (fr)
WO (1) WO1984004359A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3609749A1 (de) * 1986-03-22 1987-09-24 Bosch Gmbh Robert Einrichtung zum einspritzen von kraftstoff in brennraeume von brennkraftmaschinen
DE3615634A1 (de) * 1986-05-09 1987-11-12 Bosch Gmbh Robert Einrichtung zum einspritzen von kraftstoff in einen brennraum einer brennkraftmaschine
DE4446242A1 (de) * 1994-12-23 1996-06-27 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung für einen Verbrennungsmotor
GB2300224B (en) * 1995-04-28 1999-04-07 Perkins Ltd An internal combustion engine including a fuel vaporising chamber
FR2892452A1 (fr) * 2005-10-26 2007-04-27 Peugeot Citroen Automobiles Sa Chambre de combustion pour moteur a injection directe et moteur comportant ladite chambre
US8022337B2 (en) * 2008-06-10 2011-09-20 Locust, Usa, Inc. Ignitor plug assembly
DE102019114204B4 (de) * 2019-05-28 2022-06-23 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zum Vorheizen von Vorkammern einer Verbrennungskraftmaschine eines Fahrzeuges mittels Heißlufteinblasung
WO2021035029A1 (fr) * 2019-08-22 2021-02-25 Cummins Inc. Bouclier de combustion canalisé
DE102020125968B4 (de) 2020-10-05 2022-04-14 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Vorkammerbrennkraftmaschine mit Kaltstartvorrichtung
DE102022114912A1 (de) * 2022-06-14 2023-12-14 Vladimir Habek Adapter für eine Vorrichtung zur Einbringung eines für den Betrieb einer Kraftmaschine oder Heizung notwendigen Betriebsstoffes in einen dafür vorgesehenen Aufnahmeraum der Kraftmaschine oder Heizung

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US1462514A (en) * 1923-07-24 Method
US433807A (en) * 1890-08-05 Fabrik
US1641421A (en) * 1925-07-24 1927-09-06 Louis O French Ignition device
US1693931A (en) * 1926-11-30 1928-12-04 J W Clune Co Burner and valvular control therefor
US2012086A (en) * 1931-09-03 1935-08-20 Eclipse Aviat Corp Internal combustion engine
DE1903999C3 (de) * 1969-01-28 1975-01-09 Robert Bosch Gmbh, 7000 Stuttgart Flammglühkerze als Anlaßhilfe für Diesel- und Vielstoffmotoren
DE2031607A1 (de) * 1970-06-26 1971-12-30 Robert Bosch Gmbh, 7000 Stuttgart Flammglühkerze als Anlaßhilfe für Diesel- und Vielstoffmotoren
DE2112815A1 (de) * 1971-03-17 1972-10-05 Bosch Gmbh Robert Flammkerze als Anlasshilfe fuer Diesel- und Vielstoffmotoren
US3926169A (en) * 1974-06-21 1975-12-16 Fuel Injection Dev Corp Combined fuel vapor injector and igniter system for internal combustion engines
JPS553537B2 (fr) * 1974-12-11 1980-01-25
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Non-Patent Citations (1)

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Title
See references of WO8404359A1 *

Also Published As

Publication number Publication date
DE3376080D1 (en) 1988-04-28
IT1176060B (it) 1987-08-12
JPS60501165A (ja) 1985-07-25
ATE33169T1 (de) 1988-04-15
IT8420550A0 (it) 1984-04-16
EP0148837B1 (fr) 1988-03-23
DE3315241A1 (de) 1984-10-31
WO1984004359A1 (fr) 1984-11-08
US4604975A (en) 1986-08-12
IT8420550A1 (it) 1985-10-16

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