EP0148837B1 - Einrichtung zum einspritzen von kraftstoff in eine sekundäre strömung von verbrennungsluft einer brennkammer - Google Patents

Einrichtung zum einspritzen von kraftstoff in eine sekundäre strömung von verbrennungsluft einer brennkammer Download PDF

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Publication number
EP0148837B1
EP0148837B1 EP84900267A EP84900267A EP0148837B1 EP 0148837 B1 EP0148837 B1 EP 0148837B1 EP 84900267 A EP84900267 A EP 84900267A EP 84900267 A EP84900267 A EP 84900267A EP 0148837 B1 EP0148837 B1 EP 0148837B1
Authority
EP
European Patent Office
Prior art keywords
openings
nozzle
combustion
combustion chamber
fuel
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
EP84900267A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0148837A1 (de
Inventor
Thomas Frey
Werner Grünwald
Ernst Imhof
Iwan Komaroff
Helmut Reum
Günther 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/de
Application granted granted Critical
Publication of EP0148837B1 publication Critical patent/EP0148837B1/de
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
    • 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 relates to a device for injecting fuel according to the preamble 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 heating device is arranged coaxially with the defined fuel jet.
  • a negative pressure is created in this heating chamber due to the water jet pump effect, as long as the injection takes place.
  • the pressure in this chamber can drop significantly below the ambient air pressure.
  • gas flows from the combustion chamber into the heating chamber due to the pressure difference.
  • this known device also has the disadvantage in continuous injection systems, for example for heating combustion rooms, that the negative pressure which arises in the heating chamber cannot be compensated for. 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.
  • a cylinder tube is attached to the end of an injection nozzle on the combustion chamber side and forms a combustion or evaporation chamber directly downstream of the spray opening, in which the combustion chamber is in the form a conical spray is already ignited.
  • the cylinder tube is provided with lateral openings for supplying combustion air into the combustion or evaporation space enclosed by it, which is guided along the outside of the cylinder tube and thereby heats up on the cylinder tube, which acts as a passive heating element.
  • the spray jets of which have at least approximately a jet geometry symmetrical with respect to the nozzle axis and the injection nozzle of which is followed by an electrically heated incandescent body which has an axial passage for the spray jets and with the side opening into the passage is provided, through which the spray jets suck combustion air from the combustion chamber through an annular space surrounding the glow body.
  • the combustion air drawn in and heated on the incandescent body penetrates into the peripheral zones of the spray jets, which considerably increases the ignitability of the spray jets.
  • 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, which is heated by the heating device arranged there. Even if the fuel injection works intermittently, the fuel jet never acts against the flow of 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. Due to the largely uniform heating of the volume resulting from the speed, on the one hand a much more uniform combustion process and on the other hand an improvement in the emission can be achieved. Another essential The advantage is that primarily the combustion air flowing through the bypass is heated 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 flow dynamics.
  • it does not offer 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.
  • the heating element on the air guiding device ensures that the heating device is always at the most favorable heating effect provided by the designer, namely where the heating surfaces are optimally coated due to known flow conditions.
  • the device according to the invention manages with relatively low electrical energy and can therefore be used in continuous operation.
  • a heat insulation layer or a protective plate that dissipates the hot air can serve as a heat-protecting agent.
  • the partition wall can advantageously be arranged on the nozzle clamping nut.
  • 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 guiding device is also fixed accordingly.
  • 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 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 a valve needle 7 in the opening direction against the force of the closing spring 6.
  • the pressure chamber 5 becomes a blind hole 9 connected, branch off from the spray openings 11 arranged in a nozzle tip 10.
  • 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 injection nozzle and there specifically the crest 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 with the tube section 12, which is supplied with electrical energy via the cable 17 shown in FIG. 1 and is grounded at its end 18 via the nozzle tip 10 is.
  • 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 improves ignition, but also reduces the amount of soot in the exhaust gas, since more complete combustion of the hydrocarbons is possible.
  • the combustion air flowing in via the heating chamber 15 can have or maintain a considerable temperature, so that the tip of the nozzle could possibly be endangered by overheating.
  • a heat protection 19 is arranged transversely to the flow direction on the dome 10 of the nozzle body 1, the end face of which is provided with a heat-insulating layer 20 toward the flow side. The heated by the heating coil 16 air flow in the bypass 15 is passed 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 thermal shield 21 is attached to the summit 10 "', which has the same function as the thermal 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 input 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 back into the combustion chamber 14 via the fuel jet and the through openings 13.
  • Thermal protection is provided on the dome 10 'of the nozzle body 1' of this exemplary embodiment, which is cylindrical, 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.
  • the variant on the right is a tube 25 which is placed on the nozzle tip 10 'and serves to guide the air, which protrudes a little further into the funnel 23 and, together with it, delimits a partially conical ring channel 26 which serves as a bypass. Otherwise, the heated air is drawn to the through openings 13 by the fuel jet before it can reach spray openings 11.
  • thermo insulation layer 27 with a corresponding effect.
  • a conical heating coil is arranged in a funnel - shaped air bypass tube which forms the bypass for heating the air
  • heating conductors are provided on the inside walls of a corresponding cylindrical bypass tube.
  • a tube with heat conducting surfaces is preferably arranged coaxially in the tube or funnel. All of these conceivable possibilities are covered by the invention, but are to be considered less preferred than the examples shown, in particular because of the production costs.
  • a third embodiment is shown, in which the air drawn in from the combustion chamber 14 flows transversely to the nozzle axis to the fuel jets. Since the fuel jets are also sprayed transversely to the injector axis even in this exemplary embodiment, which is also about a perforated nozzle, the air inlet and outlet largely take place in a plane transverse to the injector axis.
  • an air guiding device in the form of a dome-like hood 29 is arranged above the dome 10 "of the nozzle body 1", but essentially follows the shape of the dome 10 "with a larger diameter. Between dome 10 "and this hood 29 is created as Bypass a hemispherical annular space 30, from which then branch off the corresponding through openings and inlet openings arranged in the hood. Elongated openings 31, which are arranged in a plane and centrally symmetrically, serve as input openings. The plane corresponds to the sectional plane VI-VI from FIG. 5, as shown in FIG. 6.
  • the through openings 13 ′′ assigned to these spray openings are also arranged in this plane in accordance with a part of the spray openings 11 ′′. Further through openings 13 "are in turn arranged coaxially with further spray openings 11", this common axis enclosing a certain angle with the plane mentioned.
  • the combustion air is heated via heating conductors 32, which are arranged on the outer circumferential surface of the hood 29 in such a way that they are captured by the inflowing air as far as possible. Since the air enters transversely to the nozzle axis here, on the one hand the conical hood section 33 is occupied and on the other hand a part of the spherical area 29 near the inlet openings 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 one, as permanent heating to improve the combustion process.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Pressure-Spray And Ultrasonic-Wave- Spray Burners (AREA)
EP84900267A 1983-04-27 1983-12-20 Einrichtung zum einspritzen von kraftstoff in eine sekundäre strömung von verbrennungsluft einer brennkammer Expired EP0148837B1 (de)

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 EP0148837A1 (de) 1985-07-24
EP0148837B1 true EP0148837B1 (de) 1988-03-23

Family

ID=6197483

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84900267A Expired EP0148837B1 (de) 1983-04-27 1983-12-20 Einrichtung zum einspritzen von kraftstoff in eine sekundäre strömung von verbrennungsluft einer brennkammer

Country Status (7)

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

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 (en) * 2019-08-22 2021-02-25 Cummins Inc. Ducted combustion shield
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

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0102507A2 (de) * 1982-08-14 1984-03-14 Robert Bosch Gmbh Einrichtung zum Einspritzen von Kraftstoff in Brennräume von selbstzündenden Brennkraftmaschinen

Family Cites Families (15)

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Publication number Priority date Publication date Assignee Title
US433807A (en) * 1890-08-05 Fabrik
US1462514A (en) * 1923-07-24 Method
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 (it) * 1974-12-11 1980-01-25
JPS55125363A (en) * 1979-03-20 1980-09-27 Toyota Central Res & Dev Lab Inc Self-heating ignitor
DE2936426A1 (de) * 1979-09-08 1981-04-02 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzventil
DE3136852A1 (de) * 1980-10-30 1982-06-16 Beru-Werk Albert Ruprecht Gmbh & Co Kg, 7140 Ludwigsburg Flammgluehkerze fuer brennkraftmaschinen
JPS57131822A (en) * 1981-02-09 1982-08-14 Daihatsu Motor Co Ltd Swirl-chamber type diesel engine
DE3125325A1 (de) * 1981-06-27 1983-01-13 Robert Bosch Gmbh, 7000 Stuttgart Vorkammer fuer eine brennkraftmaschine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0102507A2 (de) * 1982-08-14 1984-03-14 Robert Bosch Gmbh Einrichtung zum Einspritzen von Kraftstoff in Brennräume von selbstzündenden Brennkraftmaschinen

Also Published As

Publication number Publication date
IT1176060B (it) 1987-08-12
ATE33169T1 (de) 1988-04-15
IT8420550A0 (it) 1984-04-16
DE3315241A1 (de) 1984-10-31
IT8420550A1 (it) 1985-10-16
DE3376080D1 (en) 1988-04-28
WO1984004359A1 (en) 1984-11-08
JPS60501165A (ja) 1985-07-25
US4604975A (en) 1986-08-12
EP0148837A1 (de) 1985-07-24

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