EP0307651B1 - Kraftstoffeinspritzventil - Google Patents

Kraftstoffeinspritzventil Download PDF

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Publication number
EP0307651B1
EP0307651B1 EP88113541A EP88113541A EP0307651B1 EP 0307651 B1 EP0307651 B1 EP 0307651B1 EP 88113541 A EP88113541 A EP 88113541A EP 88113541 A EP88113541 A EP 88113541A EP 0307651 B1 EP0307651 B1 EP 0307651B1
Authority
EP
European Patent Office
Prior art keywords
valve
fuel injection
fuel
injection valve
valve according
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 - Lifetime
Application number
EP88113541A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0307651A3 (en
EP0307651A2 (de
Inventor
Ernst Dipl.-Ing. Linder
Franz Ing. Grad. Rieger
Gernot Dipl.-Ing. Würfel
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
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Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0307651A2 publication Critical patent/EP0307651A2/de
Publication of EP0307651A3 publication Critical patent/EP0307651A3/de
Application granted granted Critical
Publication of EP0307651B1 publication Critical patent/EP0307651B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P13/00—Sparking plugs structurally combined with other parts of internal-combustion engines
    • 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
    • F02M57/06—Fuel-injectors combined or associated with other devices the devices being sparking plugs
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • the invention relates to a fuel injection valve according to the preamble of claim 1.
  • GB-A-580 477 which forms the generic type, describes an injection valve with a tubular valve body, at the end of which projects into a combustion chamber of an internal combustion engine, an injection opening is provided.
  • a fuel injection jet emerges which, in the form of an umbrella jet, extends into the combustion chamber in a widening manner.
  • This fuel injection jet is ignitable by spark gaps which form between hook-shaped electrodes of a holding body of the injection valve connected to one pole of a voltage source and an annular electrode connected to the opposite pole of the voltage source and embodied by the end of the valve body on the combustion chamber side.
  • the spark gaps do not lie in the fuel injection jet, but rather run radially in a plane that is set back from the injection opening.
  • a non-generic injection nozzle with ignition device in which the nozzle body is axially surmounted by a tubular sleeve forming the ground electrode, which has an annular opening on the end face on the combustion chamber side.
  • an indentation is attached to the tube sleeve, which is opposed by a central electrode ignition rod, which is welded to the nozzle body, to form the spark gap.
  • the object of the invention is to further develop the generic fuel injection valve so that the fuel injection jet can be ignited quickly, the shape and arrangement of the electrodes influence the injection jet only as little as is functionally required and the service life of the fuel injection valve is extended.
  • the fuel injection valve according to the invention with the characterizing features of the main claim has the advantage that a clear, defined, optimal assignment of the spark gap to the injected fuel is possible. If the spark gap is located directly in the fuel injection jet or the spark jumps over the surface of the fuel injection jet, the best ignition conditions are obtained even for less inflammable fuels. The spark gap is very close to the injection opening. In this way, the fuel can be ignited safely even when the combustion chamber is very lean, particularly in stratified charge mode.
  • the electrodes are also injected and cooled by the fuel, which leads to a longer service life, prevents glow ignition and reduces heat dissipation on the valve body.
  • fuel consumption for spark-ignited internal combustion engines is aimed for, as is customary for self-igniting internal combustion engines (diesel engines) operated with a large excess of air.
  • the load control should be controlled via the injection quantity similar to that of a diesel engine, so that if the suction air is throttled away, there are no gas exchange losses, which in conjunction with the more favorable implementation of the stratified charge (less wall heat loss) leads to high efficiency levels, low HC emissions and lower knock sensitivity leads.
  • the fuel is injected directly into the combustion chamber with the fuel injection valve according to the invention.
  • the development according to claim 7 represents a very advantageous embodiment. With this it is achieved that on the one hand the insulating body on the side of the combustion chamber can heat up optimally, so that no soot shunt bridges form and on the other hand the fuel injector far enough from the one that represents a heat source Insulator is removed to maintain an optimal low temperature. Due to a small diameter of the fuel injection valve in the area outside the embedding in the insulating body, the heat absorption continues decreased. The reduction in diameter is advantageously achieved by the valve closing element provided with a wire-shaped shaft. Heat removal and thus cooling is additionally achieved by the fuel flow through the fuel injection valve. According to claim 8 it is achieved that the insulating body heats up sufficiently so that no soot coating forms on it (thermal value). Finally, it is ensured according to claim 9 that the shield jet is sufficiently ventilated so that the insulating body and cylinder head are not wetted.
  • FIG. 1 shows a first exemplary embodiment of the invention
  • FIG. 2 shows an embodiment of the fastening of the valve body in the fuel injection valve
  • FIG. 3 shows the arrangement of the electrodes with respect to the injection point
  • FIG. 4 shows the location of the fuel injection valve according to the invention in the cylinder head of an internal combustion engine
  • FIG. 6 shows a third embodiment with a modification of the fastening of the sleeve according to FIG. 5
  • FIG. 7 shows a section through the embodiment according to FIG 6
  • FIG. 8 shows a fourth embodiment of the invention with a further embodiment of an exchangeable electrode, which is held here on the insulating body
  • FIG. 9 shows a detailed illustration of this electrode according to FIG. 8.
  • the fuel injection valve according to FIG. 1 has a holding body 1 which is provided with stepped bores and has an external thread 2 of size M14 at its end on the injection side, via which it can be screwed into the combustion chamber wall of an internal combustion engine.
  • the injector is very long. For this reason, only a partial section is shown in FIG.
  • the uppermost part of the fuel injection valve is shown in Figure 2.
  • An insulating body 4 is inserted into the interior of the holding body 1 and is axially fixed there in the holding body 1 by means of clamping nuts 5, which are pressed onto a collar. Between the collar 6 and its injection end, the insulating body 4 is cylindrical and leaves a narrow annular gap 7 of the order of 0.2 to 0.35 mm between itself and the inner bore of the holding body 1.
  • the end of the insulating body 4 projects beyond the end of the holding body 1 on the combustion chamber side.
  • a valve body 10 is carried out in an axial bore 9 and stored there.
  • the axial bore 9 merges into a recess 11 which widens towards the combustion chamber.
  • the valve body 10 projects coaxially into this.
  • the distance between the valve body 10 and the insulating body 4 increases continuously in the direction of the combustion chamber in this area.
  • the valve body 10 in turn projects beyond the end of the insulating body 4 in the direction of the combustion chamber and has the injection opening at this end for the injection of fuel.
  • this is an annular gap 12 which arises when a head 14 of a valve closing member 15 lifts off its seat 16 in the direction of the combustion chamber.
  • the seat 16 is conical in shape and tapers inwards. Accordingly, a conical sealing surface 17 is provided on the head 14.
  • the outer head 14 goes inside the longitudinal bore 18 of the valve body 10 adjoining the seat surface 16 into an elongated, wire-shaped shaft 20 About, which leaves an annular space to the wall of the longitudinal bore and has guide surfaces 21 in places.
  • the end of the shaft 20 facing away from the head 14 also has a head 22, via which a spring plate 23 is coupled to the shaft, between which and a connecting part 24 adjoining the insulating body 4, a valve closing spring 26 is clamped.
  • the intermediate part 24 consists of metallic and electrically conductive material and is with the end of the valve body 10 z. B. connected by soldering. Adjacent to the intermediate part 24, a spring chamber 27 is formed in the interior of the fuel injection valve, into which the end of the stem 20 projects and in which the valve closing spring 26 is also arranged. This spring chamber 27 is introduced into a possibly multi-part cylindrical body 29 made of electrically non-conductive material, which has a stepped bore, in the larger bore part 31 of which the cylindrical end of the insulating body 4 and the intermediate part 24 are inserted tightly.
  • An electrically conductive insert 33 is guided through the smaller bore part 32 of the stepped bore which adjoins the large bore part 31 and has a cup-shaped part which projects into the stepped bore part 31 with a large diameter and which forms the spring chamber 27 and the end of the shaft 20 with a spring plate 23 and valve closing spring 26 engages and rests non-positively on the end face 24 and holds it on the insulating body 4.
  • the insert is tubular with a fuel channel 36, via which fuel is conducted into the spring chamber 27 and from there into the annular space between the stem 20 and valve body 10.
  • connection nipple 37 also serves as a pressure piece, which by means of a union nut 38 with the holding body 1 is screwed and, with the interposition of the cylindrical body 29, clamps the insert 33 and the intermediate part 24 together with the collar 6 on the insulating body 4 in the holding body 1.
  • a connector 40 made of insulating material is arranged on the side of the holding body 1, through which a contacting screw 41 is screwed in, the end of which comes into contact with the electrically conductive insert 33.
  • the contacting screw 41 is used to supply a high voltage.
  • the end of the valve body 10 on the combustion chamber side projects beyond the end of the insulating body 4.
  • the fuel injection point 42 which, as described, consists of the controllable annular gap 12.
  • a sleeve 45 is placed on this end 43 of the valve body 10 on the combustion chamber side, adjacent the fuel injection point 42 to the insulating body 4.
  • This sleeve 45 can be releasably or non-releasably connected to the valve body 10. Detachable connections will be described in more detail below.
  • a wire-shaped electrode 46 is fastened to the sleeve 45 and, after an offset, points axially parallel to the axis of the valve body 10, projecting towards the combustion chamber.
  • the axially parallel end piece 47 lies on a concentric to the axis of the valve body 10 with a diameter corresponding to that of the front end of the holding body 1. From this also leads parallel to the axis of the valve body, a wire-shaped electrode 48, which in the circumferential direction of the above circle next to the Axially parallel end 47 of the wire-shaped electrode 46 ends. As can be seen from the section according to FIG. 3, three pairs of wire-shaped electrodes 47, 48 are spaced apart on the circumference of the above-mentioned circle. Between these electrodes 47, 48 there is a spark gap 49 in the circumferential direction of the above-mentioned circle.
  • the wire-shaped electrode 46 is arranged with its axially parallel end piece 47 in such a way that the latter in the area of the injection point escaping fuel jet. Due to the configuration of the head 14, this is a so-called umbrella beam or a fan beam, which moves into the combustion chamber in an expanding manner.
  • the wire-shaped electrodes 46 and 48 form parts of a spark ignition device, with the aid of which a spark is generated during fuel injection, which spark jumps over the surface of the fuel jet. This results in the advantages mentioned at the beginning.
  • the radial distance of the electrodes 46, 48 from the injection point 42 must also be optimized.
  • the spark ignition device is supplied with voltage via the ground contact by means of the holding body 1 screwed into the cylinder head of the internal combustion engine on the one hand and via the contacting screw 41 on the other hand. From this, the electrical voltage is conducted via the insert 33, the intermediate part 24, the valve body 10 soldered into it and via the sleeve 45 to the electrode 46, from where the flashover to the ground electrode 48 can take place.
  • the electrodes 46, 48 they are coated with platinum or parts of the electrodes 46, 48 are made directly from platinum or another erosion-resistant, electrically conductive material.
  • valve body 10 is designed to be very slim and accordingly has a small heat-absorbing surface.
  • valve closing member 15 is provided with a very thin stem 20, which can also itself have resilient properties, as is known from various injection valves.
  • the closing spring 26 is provided, which advantageously prevents the shaft 20 from being overstretched or from failing when the load changes too frequently.
  • valve body 10 There is a relatively long distance between the exit point of the valve body 10 from the axial bore in the insulating body 4 and the end of the insulating body 4, so that the insulating body 4 is here exposed to the hot fuel gases with a large surface area and becomes strong can be heated so as to avoid deposits forming shunt paths. At the same time, however, a sufficient distance from the valve body 10 is maintained so that it only takes on heat as radiant heat from the thin end of the insulating body 4 to a small extent. Furthermore, the valve body 10 is cooled by the supplied fuel, which emerges at the injection point 42. With the drab-shaped electrodes 46, 48, the heat source sparkover is also moved away from the valve body 10 and advantageously in an area that is regularly supplied with fuel during injection. This guarantees reliable ignition of the injected fuel, even in the event of unfavorable fuel-air mixture or ignition conditions in the combustion chamber.
  • FIG. 4 shows a top view of a 2-valve cylinder head with a gas exchange inlet valve 50 and a gas exchange outlet valve 51. These lie within the projection 52 of the engine cylinder diameter on the cylinder head 53. It would be optimal to introduce fuel and ignition in the middle of the combustion chamber, if possible. In this area, however, there is regularly only a narrow web 54 of the cylinder head wall between the gas exchange inlet valve 50 and the gas exchange exhaust valve 51. This web 54 is highly thermally and mechanically loaded and must be optimally cooled, at least for thermal reasons.
  • FIG. 5 shows a part of a fuel injection valve which is constructed in principle like that according to FIGS. 1 to 3.
  • the sleeve 45 ' is now designed as a part which can be pushed onto the end of the valve body 10, the wire-shaped electrodes 46, here a total of four, being attached to the sleeve 45' in the same way.
  • a recess 66 is provided in the valve body 10' in the present case, into which a resilient ring 57 engages, which at the same time engages in a recess 58 on the sleeve 45 '.
  • the recess 66 on the valve body 10 ' is advantageously an annular groove.
  • a modified attachment can also consist in that the sleeve 45 'is divided at its end into resilient tongues which have inwardly facing knobs and snap into corresponding recesses in the valve body 10'. This then has the advantage that, in addition to the axial securing, a rotational position securing is also guaranteed.
  • a rotation lock is also achievable in that the end of the insulating body has 4 slots 60 through which the offset of the electrode 46 is guided. In such configurations, the electrode 46 can be replaced if the erosion is too great, without major repair work on the fuel injector being necessary or having to be thrown away.
  • FIG. 6 Another embodiment of an exchangeable electrode is shown in FIG. 6.
  • the sleeve known from FIG. 1, here as sleeve 45 ′′ is pushed onto the end of the valve body 10 ′′.
  • the sleeve 45 ′′ itself is configured with respect to the electrode 46 in the same way as in FIG. 1.
  • the sleeve 45 ′′ has a punched-out spring tongue 62 which is bent inwards and into a corresponding one which is adapted to the rest position of the spring tongue 62 Recess 63 can be snapped onto the lateral surface of the valve body 10 ′′.
  • FIG. 7 shows a section along the line AA from FIG. 6 with partial top views, from which the position of the wire-shaped electrodes 46 and 48 can be seen.
  • the position of the spark gap 64 between the wire-shaped electrodes 46, 48 can be seen clearly from this figure.
  • One wire-shaped electrode 46 is inserted into a recess on the sleeve 45 ′′ and fixed there by welding, and the other wire-shaped electrode 48 is angled and welded onto the end face 65 of the holding body 1.
  • FIGS. 8 and 9 A final embodiment of the attachment of the wire-shaped electrodes 46, 48 is finally shown in FIGS. 8 and 9.
  • This embodiment again has one or more electrodes 46 that can be replaced together.
  • these electrodes 46 are cranked and fastened to a ring element 75.
  • This has on its outer circumference a spring 76 which springs open in the circumferential direction and by means of which the ring element 75 can be snapped into an annular groove 77 on the inside of the insulating body 4.
  • resilient contact elements 78 On the inside of the ring element 75 project resilient contact elements 78, which come in the installed position of the ring element 75 in electrically conductive contact with the valve body 10. Otherwise, the electrodes 46 are assigned in the same way to wire-shaped electrodes 48 as shown in FIGS. 1 to 7.
  • the annular groove 77 can also be provided on an insulating body 104 which is connected separately to the end face of the holding body 1 instead of at the end of the insulating body 4. This extends beyond the end of the insulating body 4, as shown in FIGS. 1 to 8, towards the combustion chamber side.
  • the ring groove 77 can also be formed by grading the insulating body 104 between the combustion chamber end face of the insulating body 104 and a shoulder of the insulating body 104.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
EP88113541A 1987-09-17 1988-08-20 Kraftstoffeinspritzventil Expired - Lifetime EP0307651B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873731211 DE3731211A1 (de) 1987-09-17 1987-09-17 Kraftstoffeinspritzventil
DE3731211 1987-09-17

Publications (3)

Publication Number Publication Date
EP0307651A2 EP0307651A2 (de) 1989-03-22
EP0307651A3 EP0307651A3 (en) 1990-03-14
EP0307651B1 true EP0307651B1 (de) 1995-07-19

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ID=6336206

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88113541A Expired - Lifetime EP0307651B1 (de) 1987-09-17 1988-08-20 Kraftstoffeinspritzventil

Country Status (5)

Country Link
US (1) US4967708A (enrdf_load_stackoverflow)
EP (1) EP0307651B1 (enrdf_load_stackoverflow)
JP (1) JPH01104961A (enrdf_load_stackoverflow)
BR (1) BR8804783A (enrdf_load_stackoverflow)
DE (2) DE3731211A1 (enrdf_load_stackoverflow)

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US4967708A (en) 1990-11-06
DE3854174D1 (de) 1995-08-24
DE3731211A1 (de) 1989-03-30
EP0307651A3 (en) 1990-03-14
EP0307651A2 (de) 1989-03-22
DE3731211C2 (enrdf_load_stackoverflow) 1990-12-13
JPH01104961A (ja) 1989-04-21
BR8804783A (pt) 1989-04-25

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