EP0410158A1 - Device for simultaneous injection of fuel and air for fuel injection systems of internal combustion engines - Google Patents

Device for simultaneous injection of fuel and air for fuel injection systems of internal combustion engines Download PDF

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Publication number
EP0410158A1
EP0410158A1 EP19900112429 EP90112429A EP0410158A1 EP 0410158 A1 EP0410158 A1 EP 0410158A1 EP 19900112429 EP19900112429 EP 19900112429 EP 90112429 A EP90112429 A EP 90112429A EP 0410158 A1 EP0410158 A1 EP 0410158A1
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EP
European Patent Office
Prior art keywords
fuel
housing
valve
inner tube
air
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
EP19900112429
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German (de)
French (fr)
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EP0410158B1 (en
Inventor
Ernst Dipl.-Ing. Linder
Hans Schlembach
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
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Publication of EP0410158A1 publication Critical patent/EP0410158A1/en
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Anticipated expiration legal-status Critical
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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
    • 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
    • F02M51/0642—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 having a valve attached thereto
    • F02M51/0653—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 having a valve attached thereto the valve being an elongated body, e.g. a needle valve
    • 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
    • F02M51/005—Arrangement of electrical wires and connections, e.g. wire harness, sockets, plugs; Arrangement of electronic control circuits in or on fuel injection apparatus
    • 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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/08—Injectors peculiar thereto with means directly operating the valve needle specially for low-pressure fuel-injection
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M67/00—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type
    • F02M67/10—Injectors peculiar thereto, e.g. valve less type
    • F02M67/12—Injectors peculiar thereto, e.g. valve less type having valves
    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/08—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by the fuel being carried by compressed air into main stream of combustion-air

Definitions

  • the invention relates to a device for the combined blowing out of fuel and air for fuel injection systems of internal combustion engines of the type defined in the preamble of claim 1.
  • Blow-out devices of this type are used for improved mixture preparation by means of improved atomization of the fuel at a high relative speed between fuel and air.
  • the atomized fuel is blown into the intake pipe leading to the cylinder of the internal combustion engine, and is therefore mixed well with the combustion air supplied to the cylinder.
  • the electromagnetically actuated valve member controls the blow-out opening at the end of the housing connector.
  • the valve member sits on a rod actuated by the electromagnet and is pressed onto the associated valve seat by a valve closing spring acting on the rod.
  • a mixing chamber is formed in front of the valve member and is connected to the fuel connection.
  • a second valve member sits on the rod, which controls the air supply into the mixing chamber.
  • the device according to the invention for the combined blowing out of fuel and air for fuel injection systems of internal combustion engines with the characterizing features of claim 1 has the advantage that surrounded by an annular blow-out opening for the atomizing air by the elongated housing nozzle and the arranged at the nozzle end, the fuel metering control valve is, fuel and atomizing air brought up close to the inlet valve of the internal combustion engine, namely separately and the two media are metered and mixed immediately before the injection valve. This ensures good atomization and preparation of the mixture as well as short dead times. Air and fuel pressures can be reduced, resulting in smaller pumps.
  • the very small one in diameter Housing socket forms only a low flow resistance for the combustion air flowing to the inlet valve. Fuel wall films in the intake manifold, which lead to increased consumption and emissions, are largely reduced or completely avoided. Overall, a better processing efficiency of the fuel is brought about.
  • the magnet armature of the electromagnet is designed as a free-floating plate on which the valve-closing spring, which supports on the housing side, engages and the valve member is fastened to the plate by a steel wire running in the interior of the inner tube, an extremely small diameter of the housing socket can be achieved achieve, which means an even lower flow resistance in the intake manifold.
  • valve seat cooperating with the valve member is arranged on the end face of the inner tube with an annular seat surface extending approximately transversely to the tube axis.
  • the valve member is designed as a valve plate, to which a throttle pin protruding into the inner tube is concentrically attached, which together with the inner wall of the inner tube delimits an annular throttle gap.
  • the stroke of the valve plate is so large that even Changes in length, which are caused by thermal expansion, ensure that the throttling does not take place in the valve seat but at the throttle gap of the throttle pin.
  • the throttle pin is conical, with the end face having the smaller diameter facing away from the valve disk. Due to the conical design of the throttle pin, centering of the valve member is achieved as a result of the flow forces acting on it, as a result of which the friction is largely reduced. Overall, this creates a low-mass and friction-free valve member.
  • the device for the combined blowing out of fuel and air for a fuel injection system of internal combustion engines is shown in longitudinal section. It serves for metering fuel and for atomizing and blowing out the atomized fuel into the intake manifold of the internal combustion engine, directly at the inlet valve.
  • the device has a housing 10 with a fuel connection 11 and an air connection 12.
  • the Housing 10 is formed in several parts and has a central part 13, which carries the electrically insulating, for example made of plastic, air connection 12, an elongated hollow housing connector 14 inserted therein, projecting on the underside, which has a very large length-diameter ratio, an in the middle part 13 of the housing insert 15 inserted from above, which receives an electromagnet 16, a rotationally symmetrical T-piece 31 resting on the housing insert 15 with its transverse part, which contains the fuel connection 11 coaxially, and one on the housing insert 15 while tightening the T-piece 31 screwed-on cover part 17.
  • a central part 13 which carries the electrically insulating, for example made of plastic, air connection 12, an elongated hollow housing connector 14 inserted therein, projecting on the underside, which has a very large length-diameter ratio, an in the middle part 13 of the housing insert 15 inserted from above, which receives an electromagnet 16, a rotationally symmetrical T-piece 31 resting on the housing insert 15
  • a coaxial inner tube 19 is inserted into the housing connector 14, which has a blow-out opening 18 at the free end, which extends through the entire housing connector 14 and extends into the blow-out opening 18.
  • the inner tube 19 is clamped between the central part 13 and the housing insert 15 by means of a molded flange 20.
  • the inner tube 19 has an outer diameter which is smaller than the inside diameter of the housing connector 14, so that an annular space 21 is formed between the inner tube 19 and the housing connector 14, which is in communication with the air connection 12.
  • the interior of the inner tube 19 is connected via the interior of a sleeve 25 to the fuel connection 11, which lies coaxially with the inner tube 19 on the end face of the flange 20 and consists of magnetically conductive material.
  • the sleeve 25 carries a magnetically conductive intermediate ring 24 at one end and a magnetically non-conductive outer ring 26 with a T-shaped cross section at the other end.
  • a coil carrier 27 is seated on the sleeve 25 and is clamped between the intermediate ring 24 and the outer ring 26.
  • the coil carrier 27 receives an excitation coil 28 of the electromagnet 16.
  • the magnet armature of the electromagnet 16 which is designed here as an exposed ferromagnetic plate 29, is held on the end face of the sleeve 25 and the housing insert 15. This lies in a recess 30 between the housing insert 15 and Cover part 17 clamped spacer ring 31 and is lifted by a return spring 32 from the housing insert 15 and sleeve 25.
  • a working air gap 33 which is divided by the magnetically non-conductive outer ring 26 held between the housing insert 15 and the sleeve 25 into two air gaps, so that a double use of the on the plate 29 acting magnetic force is reached.
  • the excitation coil 28 is supplied with power via a contact screw, not shown, which is screwed into a threaded hole 42 in the central part 13 and projects through bores 22, 23 in the housing connector 15 or in the intermediate ring 24 as far as the connecting lug of the excitation coil 28.
  • a valve seat 34 with an annular seat surface oriented transversely to the tube axis is arranged on the end face of the inner tube 19 projecting into the blow-out opening 18.
  • a valve member 35 cooperates with the valve seat 34, which has a valve plate 36 to which a throttle pin 37 projecting into the inner tube 19 is concentrically attached.
  • the throttle pin 37 together with the inner wall of the inner tube 19, delimits an annular throttle gap 38 (FIG. 2).
  • the throttle pin 37 is conical, the end face of the throttle pin 37 having the smaller diameter facing away from the valve plate 36, and has a through hole 39.
  • the valve member 35 is actuated by the electromagnet 16, for which purpose the valve plate 16 is connected to the plate 29 via a steel wire 40 which passes through the through hole 39, the inner tube 19 and the sleeve 25.
  • Steel wire 40 and valve plate 36 or steel wire 40 and plate 29 can be connected, for example, by laser welding.
  • the electromagnet 16 When the electromagnet 16 is not energized, it acts on the magnet armature (plate 29) Restoring force of the valve plate 36 is pressed onto the valve seat 34.
  • the electromagnet 36 is energized, the magnet armature is moved against the return spring 32, so that the valve plate 36 can lift off the valve seat 34.
  • the stroke of the magnet armature and the stroke of the valve plate 36 thus defined is kept so large that even with changes in length of the steel wire 40, which are caused by thermal expansion, it is ensured that the fuel flow is not throttled in the valve seat 34 but at the throttle gap 38.
  • the conical design of the throttle pin 37 ensures that the throttle pin 37 with the valve plate 36 is centered by flow forces and thus the valve formed by the valve seat 34 and valve member 35 operates largely without friction.
  • a throttle gap 41 is likewise formed in the annular space 21 delimited by the inner tube 19 and the housing connector 14, which is in the flow direction of the air in the annular space 21 directly in front of the valve seat 34 (FIG. 2).
  • the electromagnet 16 If the excitation coil 28 of the electromagnet 16 is energized, the electromagnet 16 is energized and the plate 29 is tightened by the predetermined stroke against the force of the return spring 32. Due to the fuel pressure in the interior of the inner tube 19, the valve plate 36 opens around this stroke and fuel flows out across the flow direction of the air emerging from the annular space 21 via the throttle gap 41. There is a strong shear flow between the fuel and the air flowing out at high speed, which leads to very good atomization. The atomized fuel is blown out through the blow-out opening 18 and arrives together with that through the intake pipe sucked combustion air directly into the open intake valve of the internal combustion engine.

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

Abstract

Such a device has a housing (10) with fuel and air connection (11, 12) and a hollow extended housing connection (14) with an end blow-out opening (18) connected to the fuel and to the air connection (11, 12). On the end of the housing connection (14) a solenoid-operated valve element (35) is arranged, which is pressed by a valve closing spring (32) on to a valve seat (34). For more efficient processing in the device, the valve seat (34) is arranged on a coaxial inner pipe (19) running through the housing connection (14), which inner pipe extends into the blow-out opening (18). The outside diameter of the inner pipe (19) is less than the inside diameter of the housing connection (14). The internal chamber of the inner pipe (19) is connected to the fuel connection (11) and the annular chamber (21) enclosed by the inner pipe (19) and housing connection (14) is connected to the air connection (12). <IMAGE>

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einer Vorrichtung zum kombinierten Ausblasen von Kraftstoff und Luft für Kraftstoffeinspritzanlagen von Brennkraftmaschinen der im Oberbegriff des Anspruchs 1 definierten Gattung.The invention relates to a device for the combined blowing out of fuel and air for fuel injection systems of internal combustion engines of the type defined in the preamble of claim 1.

Solche Ausblasvorrichtungen dienen der verbesserten Gemischaufbereitung durch verbesserte Zerstäubung des Kraftstoffs bei hoher Relativgeschwindigkeit zwischen Kraftstoff und Luft. Der zerstäubte Kraftstoff wird in das zum Zylinder der Brennkraftmaschine führende Saugrohr eingeblasen und dadurch mit der dem Zylinder zugeführten Verbrennungsluft gut vermischt.Blow-out devices of this type are used for improved mixture preparation by means of improved atomization of the fuel at a high relative speed between fuel and air. The atomized fuel is blown into the intake pipe leading to the cylinder of the internal combustion engine, and is therefore mixed well with the combustion air supplied to the cylinder.

Bei einer bekannten Ausblasvorrichtung dieser Art (WO 86/00960) steuert das elektromagnetisch betätigte Ventilglied die Ausblasöffnung am Ende des Gehäusestutzens. Das Ventilglied sitzt auf einer von dem Elektromagneten betätigten Stange und wird von einer an der Stange angreifenden Ventilschließfeder auf den zugeordneten Ventilsitz aufgepreßt. In Strömungsrichtung gesehen vor dem Ventilglied ist eine Mischkammer gebildet, die mit dem Kraftstoffanschluß in Verbindung steht. In Strömungsrichtung gesehen vor der Mischkammer sitzt auf der Stange ein zweites Ventilglied, das die Luftzufuhr in die Mischkammer steuert. Bei Erregung des Elektromagneten werden beide Ventile gleichzeitig geöffnet. Dadurch strömt Luft und Kraftstoff in einem durch die jeweiligen Drücke und Strömungsquerschnitte bestimmten Verhältnis in die Mischkammer und von dort das Kraftstoff-Luft-Gemisch in das Saugrohr der Brennkraftmaschine.In a known blow-out device of this type (WO 86/00960) the electromagnetically actuated valve member controls the blow-out opening at the end of the housing connector. The valve member sits on a rod actuated by the electromagnet and is pressed onto the associated valve seat by a valve closing spring acting on the rod. When viewed in the direction of flow, a mixing chamber is formed in front of the valve member and is connected to the fuel connection. Seen in the flow direction in front of the mixing chamber, a second valve member sits on the rod, which controls the air supply into the mixing chamber. When the electromagnet is energized, both valves are opened at the same time. As a result, air and fuel flow into the mixing chamber in a ratio determined by the respective pressures and flow cross sections, and from there the fuel / air mixture flows into the intake manifold of the internal combustion engine.

Vorteile der ErfindungAdvantages of the invention

Die erfindungsgemäße Vorrichtung zum kombinierten Ausblasen von Kraftstoff und Luft für Kraftstoffeinspritzanlagen von Brennkraftmaschinen mit den kennzeichnenden Merkmalen des Anspruchs 1 hat den Vorteil, daß durch den langgestreckten Gehäusestutzen und das am Stutzenende angeordnete, die Kraftstoffzumessung steuernde Ventil, das von einer ringförmigen Ausblasöffnung für die Zerstäubungsluft umgeben ist, Kraftstoff und Zerstäubungsluft bis nahe an das Einlaßventil der Brennkraftmaschine herangeführt, und zwar getrennt herangeführt und die beiden Medien unmittelbar vor dem Einblasventil zugemessen und zugemischt werden. Dadurch werden eine gute Zerstäubung und Aufbereitung des Gemisches sowie kleine Totzeiten erzielt. Die Drücke von Luft und Kraftstoff können gesenkt werden, was zu kleineren Pumpen führt. Der im Durchmesser recht kleine Gehäusestutzen bildet einen nur geringen Strömungswiderstand für die dem Einlaßventil zuströmende Verbrennungsluft. Kraftstoffwandfilme im Saugrohr, die zur Verbrauchs- und Emissionserhöhung führen, werden weitgehend reduziert bzw. gänzlich vermieden. Insgesamt wird eine bessere Aufbereitungseffizienz des Kraftstoffs herbeigeführt.The device according to the invention for the combined blowing out of fuel and air for fuel injection systems of internal combustion engines with the characterizing features of claim 1 has the advantage that surrounded by an annular blow-out opening for the atomizing air by the elongated housing nozzle and the arranged at the nozzle end, the fuel metering control valve is, fuel and atomizing air brought up close to the inlet valve of the internal combustion engine, namely separately and the two media are metered and mixed immediately before the injection valve. This ensures good atomization and preparation of the mixture as well as short dead times. Air and fuel pressures can be reduced, resulting in smaller pumps. The very small one in diameter Housing socket forms only a low flow resistance for the combustion air flowing to the inlet valve. Fuel wall films in the intake manifold, which lead to increased consumption and emissions, are largely reduced or completely avoided. Overall, a better processing efficiency of the fuel is brought about.

Durch die in den weiteren Ansprüchen aufgeführten Maßnahmen sind vorteilhafte Weiterbildungen und Verbesserungen der im Anspruch 1 angegebenen Ausblasvorrichtung möglich.Advantageous further developments and improvements of the blow-out device specified in claim 1 are possible through the measures listed in the further claims.

Wenn gemäß einer bevorzugten Ausführungsform der Erfindung der Magnetanker des Elektromagneten als freifliegende Platte ausgebildet wird, an der die gehäuseseitig abstützende Ventilschließfeder angreift und das Ventilglied durch einen im Innenraum des Innenrohrs verlaufenden Stahldraht an der Platte befestigt wird, so läßt sich ein extrem kleiner Durchmesser des Gehäusestutzens erzielen, was einen noch geringeren Strömungswiderstand im Saugrohr bedeutet.If, according to a preferred embodiment of the invention, the magnet armature of the electromagnet is designed as a free-floating plate on which the valve-closing spring, which supports on the housing side, engages and the valve member is fastened to the plate by a steel wire running in the interior of the inner tube, an extremely small diameter of the housing socket can be achieved achieve, which means an even lower flow resistance in the intake manifold.

Gemäß einer bevorzugten Ausführungsform der Erfindung wird der mit dem Ventilglied zusammenwirkende Ventilsitz auf der Stirnseite des Innenrohrs mit etwa quer zur Rohrachse sich erstreckender ringförmiger Sitzfläche angeordnet. Dadurch wird der Kraftstoff senkrecht zur strömenden Luft umgelenkt, wodurch zwischen dem Kraftstoff und der mit hoher Geschwindigkeit ausströmenden Luft eine starke Scherströmung auftritt, was zu einer sehr guten Kraftstoffzerstäubung führt.According to a preferred embodiment of the invention, the valve seat cooperating with the valve member is arranged on the end face of the inner tube with an annular seat surface extending approximately transversely to the tube axis. As a result, the fuel is deflected perpendicular to the flowing air, as a result of which a strong shear flow occurs between the fuel and the air flowing out at high speed, which leads to very good fuel atomization.

Gemäß einer weiteren Ausführungsform der Erfindung ist das Ventilglied als Ventilteller ausgebildet, an dem ein in das Innenrohr hineinragender Drosselzapfen konzentrisch befestigt ist, der zusammen mit der Innenwand des Innenrohrs einen ringförmigen Drosselspalt begrenzt. Der Hub des Ventiltellers ist so groß gehalten, daß auch bei Längenänderungen, die durch Wärmeausdehnung verursacht werden, sichergestellt ist, daß die Drosselung nicht im Ventilsitz sondern an dem Drosselspalt des Drosselzapfens erfolgt. Der Drosselzapfen ist konisch ausgebildet, wobei die den kleineren Durchmesser aufweisende Stirnseite vom Ventilteller abgekehrt ist. Durch die konische Ausbildung des Drosselzapfens wird infolge der an ihm wirkenden Strömungskräfte eine Zentrierung des Ventilglieds erreicht, wodurch die Reibung weitgehend reduziert wird. Insgesamt entsteht dadurch ein massearmes und reibungsfreies Ventilglied.According to a further embodiment of the invention, the valve member is designed as a valve plate, to which a throttle pin protruding into the inner tube is concentrically attached, which together with the inner wall of the inner tube delimits an annular throttle gap. The stroke of the valve plate is so large that even Changes in length, which are caused by thermal expansion, ensure that the throttling does not take place in the valve seat but at the throttle gap of the throttle pin. The throttle pin is conical, with the end face having the smaller diameter facing away from the valve disk. Due to the conical design of the throttle pin, centering of the valve member is achieved as a result of the flow forces acting on it, as a result of which the friction is largely reduced. Overall, this creates a low-mass and friction-free valve member.

Zeichnungdrawing

Die Erfindung ist anhand eines in der Zeichnung dargestellten Ausführungsbeispiels in der nachfolgenden Beschreibung näher erläutert. Es zeigen:

  • Fig. 1 einen Längsschnitt einer Ausblasvorrichtung für eine Kraftstoffeinspritzanlage von Brennkraft­maschinen,
  • Fig. 2 eine vergrößerte Darstellung der Einzelheit II in Fig. 1.
The invention is explained in more detail in the following description with reference to an embodiment shown in the drawing. Show it:
  • 1 shows a longitudinal section of a blow-out device for a fuel injection system of internal combustion engines,
  • 2 is an enlarged view of detail II in FIG .. 1

Beschreibung des AusführungsbeispielsDescription of the embodiment

In Fig. 1 ist die Vorrichtung zum kombinierten Ausblasen von Kraftstoff und Luft für eine Kraftstoffeinspritzanlage von Brennkraftmaschinen im Längsschnitt dargestellt. Sie dient zum Zumessen von Kraftstoff und zum Zerstäuben und Ausblasen des zerstäubten Kraftstoffs in das Saugrohr der Brennkraftmaschine, und zwar unmittelbar am Einlaßventil. Die Vorrichtung weist ein Gehäuse 10 mit einem Kraftstoffanschluß 11 und einem Luftanschluß 12 auf. Das Gehäuse 10 ist mehrteilig ausgebildet und besitzt ein Mittelteil 13, das den elektrisch isolierenden, beispilesweise aus Kunststoff gefertigten Luftanschluß 12 trägt, einen darin eingesetzten, an der Unterseite vorstehenden langgestreckten hohlen Gehäusestutzen 14, der ein sehr großes Länge-­Durchmesser-Verhältnis aufweist, einen in das Mittelteil 13 von oben eingesetzten Gehäuseeinsatz 15, der einen Elektromagneten 16 aufnimmt, ein auf dem Gehäuseeinsatz 15 mit seinem Querteil aufliegendes rotationssymmetrisches T-Stück 31, das koaxial den Kraftstoffanschluß 11 enthält, und ein auf den Gehäuseeinsatz 15 unter Festspannen des T-Stücks 31 aufgeschraubtes Deckelteil 17. In den am freien Ende eine Ausblasöffnung 18 tragenden Gehäusestutzen 14 ist ein koaxiales Innenrohr 19 eingesetzt, das den gesamten Gehäusestutzen 14 durchzieht und bis in die Ausblasöffnung 18 reicht. Im Gehäuseinnern ist das Innenrohr 19 mittels eines angeformten Flansches 20 zwischen Mittelteil 13 und Gehäuseeinsatz 15 eingespannt. Das Innenrohr 19 hat einen äußeren Durchmesser, der kleiner ist als der lichte Durchmesser des Gehäusestutzens 14, so daß zwischen dem Innenrohr 19 und dem Gehäusestutzen 14 ein Ringraum 21 gebildet ist, der mit dem Luftanschluß 12 in Verbindung steht. Der Innenraum des Innerohrs 19 steht über den Innenraum einer Hülse 25 mit dem Kraftstoffahschluß 11 in Verbindung, die koaxial zum Innenrohr 19 an der Stirnseite des Flansches 20 anliegt und aus magnetisch leitendem Material besteht. Die Hülse 25 trägt an einem Ende einen magnetisch leitenden Zwischenring 24 und am anderen Ende einen im Querschnitt T-förmigen, magnetisch nicht leitenden Außenring 26. Auf der Hülse 25 sitzt ein Spulenträger 27, der zwischen dem Zwischenring 24 und dem Außenring 26 eingespannt ist. Der Spulenträger 27 nimmt eine Erregerspule 28 des Elektromagneten 16 auf. An der Stirnseite von Hülse 25 und Gehäuseeinsatz 15 ist der Magnetanker des Elektromagneten 16 gehalten, der hier als freiliegendes ferromagnetisches Plättchen 29 ausgebildet ist. Dieses liegt in einer Ausnehmung 30 eines zwischen Gehäuseeinsatz 15 und Deckelteil 17 eingespannten Distanzrings 31 ein und wird durch eine Rückstellfeder 32 von Gehäuseeinsatz 15 und Hülse 25 abgehoben. Dabei verbleibt zwischen den Stirnseiten von Hülse 25 und Gehäuseeinsatz 15 einerseits und Plättchen 29 andererseits ein Arbeitsluftspalt 33, der durch den zwischen Gehäuseeinsatz 15 und Hülse 25 gehaltenen magnetisch nicht leitenden Außenring 26 auf zwei Luftspalte aufgeteilt ist, so daß eine doppelte Nutzung der auf das Plättchen 29 wirkenden Magnetkraft erreicht wird. Die Stromversorgung der Erregerspule 28 erfolgt über eine nicht dargestellte Kontaktschraube, die in ein Gewindeloch 42 im Mittelteil 13 eingeschraubt ist und durch Bohrungen 22,23 im Gehäusestutzen 15 bzw. im Zwischenring 24 bis zur Anschlußfahne der Erregerspule 28 hindurchragt.In Fig. 1, the device for the combined blowing out of fuel and air for a fuel injection system of internal combustion engines is shown in longitudinal section. It serves for metering fuel and for atomizing and blowing out the atomized fuel into the intake manifold of the internal combustion engine, directly at the inlet valve. The device has a housing 10 with a fuel connection 11 and an air connection 12. The Housing 10 is formed in several parts and has a central part 13, which carries the electrically insulating, for example made of plastic, air connection 12, an elongated hollow housing connector 14 inserted therein, projecting on the underside, which has a very large length-diameter ratio, an in the middle part 13 of the housing insert 15 inserted from above, which receives an electromagnet 16, a rotationally symmetrical T-piece 31 resting on the housing insert 15 with its transverse part, which contains the fuel connection 11 coaxially, and one on the housing insert 15 while tightening the T-piece 31 screwed-on cover part 17. A coaxial inner tube 19 is inserted into the housing connector 14, which has a blow-out opening 18 at the free end, which extends through the entire housing connector 14 and extends into the blow-out opening 18. Inside the housing, the inner tube 19 is clamped between the central part 13 and the housing insert 15 by means of a molded flange 20. The inner tube 19 has an outer diameter which is smaller than the inside diameter of the housing connector 14, so that an annular space 21 is formed between the inner tube 19 and the housing connector 14, which is in communication with the air connection 12. The interior of the inner tube 19 is connected via the interior of a sleeve 25 to the fuel connection 11, which lies coaxially with the inner tube 19 on the end face of the flange 20 and consists of magnetically conductive material. The sleeve 25 carries a magnetically conductive intermediate ring 24 at one end and a magnetically non-conductive outer ring 26 with a T-shaped cross section at the other end. A coil carrier 27 is seated on the sleeve 25 and is clamped between the intermediate ring 24 and the outer ring 26. The coil carrier 27 receives an excitation coil 28 of the electromagnet 16. The magnet armature of the electromagnet 16, which is designed here as an exposed ferromagnetic plate 29, is held on the end face of the sleeve 25 and the housing insert 15. This lies in a recess 30 between the housing insert 15 and Cover part 17 clamped spacer ring 31 and is lifted by a return spring 32 from the housing insert 15 and sleeve 25. There remains between the end faces of the sleeve 25 and the housing insert 15 on the one hand and the plate 29 on the other hand, a working air gap 33, which is divided by the magnetically non-conductive outer ring 26 held between the housing insert 15 and the sleeve 25 into two air gaps, so that a double use of the on the plate 29 acting magnetic force is reached. The excitation coil 28 is supplied with power via a contact screw, not shown, which is screwed into a threaded hole 42 in the central part 13 and projects through bores 22, 23 in the housing connector 15 or in the intermediate ring 24 as far as the connecting lug of the excitation coil 28.

Auf der in die Ausblasöffnung 18 hineinragenden Stirnseite des Innenrohrs 19 ist ein Ventilsitz 34 mit quer zur Rohrachse ausgerichteter ringförmiger Sitzfläche angeordnet. Mit dem Ventilsitz 34 arbeitet ein Ventilglied 35 zusammen, das einen Ventilteller 36 aufweist, an dem ein in das Innenrohr 19 hineinragender Drosselzapfen 37 konzentrisch befestigt ist. Der Drosselzapfen 37 begrenzt zusammen mit der Innenwand des Innenrohrs 19 einen ringförmigen Drosselspalt 38 (Fig. 2). Der Drosselzapfen 37 ist konisch ausgebildet, wobei die den kleineren Durchmesser aufweisende Stirnseite des Drosselzapfens 37 vom Ventilteller 36 abgekehrt ist, und weist eine Durchgangsbohrung 39 auf. Das Ventilglied 35 wird von dem Elektromagneten 16 betätigt, wozu der Ventilteller 16 über einen Stahldraht 40, der durch die Durchgangsbohrung 39, das Innenrohr 19 und die Hülse 25 hindurchgeht, mit dem Plättchen 29 verbunden ist. Die Verbindung von Stahldraht 40 und Ventilteller 36 bzw. von Stahldraht 40 und Plättchen 29 kann beispielsweise durch Laserschweißen erfolgen. Bei unerregtem Elektromagneten 16 wird durch die auf den Magnetanker (Plättchen 29) wirkende Rückstellkraft der Ventilteller 36 auf den Ventilsitz 34 aufgepreßt. Bei erregtem Elektromagneten 36 wird der Magnetanker gegen die Rückstellfeder 32 bewegt, so daß der Ventilteller 36 vom Ventilsitz 34 abheben kann. Der Hub des Magnetankers und der damit festgelegte Hub des Ventiltellers 36 ist so groß gehalten, daß auch bei Längenänderungen des Stahldrahts 40, die durch Wärmedehnung verursacht werden, sichergestellt ist, daß eine Drosselung der Kraftstoffströmung nicht im Ventilsitz 34 sondern an dem Drosselspalt 38 erfolgt. Durch die konische Ausbildung des Drosselzapfens 37 wird erreicht, daß sich der Drosselzapfen 37 mit Ventilteller 36 durch Strömungskräfte zentriert und so das von Ventilsitz 34 und Ventilglied 35 gebildete Ventil weitgehend reibungsfrei arbeitet.A valve seat 34 with an annular seat surface oriented transversely to the tube axis is arranged on the end face of the inner tube 19 projecting into the blow-out opening 18. A valve member 35 cooperates with the valve seat 34, which has a valve plate 36 to which a throttle pin 37 projecting into the inner tube 19 is concentrically attached. The throttle pin 37, together with the inner wall of the inner tube 19, delimits an annular throttle gap 38 (FIG. 2). The throttle pin 37 is conical, the end face of the throttle pin 37 having the smaller diameter facing away from the valve plate 36, and has a through hole 39. The valve member 35 is actuated by the electromagnet 16, for which purpose the valve plate 16 is connected to the plate 29 via a steel wire 40 which passes through the through hole 39, the inner tube 19 and the sleeve 25. Steel wire 40 and valve plate 36 or steel wire 40 and plate 29 can be connected, for example, by laser welding. When the electromagnet 16 is not energized, it acts on the magnet armature (plate 29) Restoring force of the valve plate 36 is pressed onto the valve seat 34. When the electromagnet 36 is energized, the magnet armature is moved against the return spring 32, so that the valve plate 36 can lift off the valve seat 34. The stroke of the magnet armature and the stroke of the valve plate 36 thus defined is kept so large that even with changes in length of the steel wire 40, which are caused by thermal expansion, it is ensured that the fuel flow is not throttled in the valve seat 34 but at the throttle gap 38. The conical design of the throttle pin 37 ensures that the throttle pin 37 with the valve plate 36 is centered by flow forces and thus the valve formed by the valve seat 34 and valve member 35 operates largely without friction.

In dem vom Innenrohr 19 und Gehäusestutzen 14 begrenzten Ringraum 21 ist ebenfalls ein Drosselspalt 41 ausgebildet, der in Strömungsrichtung der Luft im Ringraum 21 unmittelbar vor dem Ventilsitz 34 liegt (Fig. 2). Durch entsprechende Auslegung des Drosselspalts 41 kann eine Dosierung der ausströmenden Luft bei vorgegebenem Zuströmdruck erreicht werden.A throttle gap 41 is likewise formed in the annular space 21 delimited by the inner tube 19 and the housing connector 14, which is in the flow direction of the air in the annular space 21 directly in front of the valve seat 34 (FIG. 2). By appropriate design of the throttle gap 41, metering of the outflowing air can be achieved at a given inflow pressure.

Wird die Erregerspule 28 des Elektromagneten 16 bestromt, so wird der Elektromagnet 16 erregt und die Platte 29 wird um den vorgegebenen Hub gegen die Kraft der Rückstellfeder 32 angezogen. Durch den Kraftstoffdruck im Innern des Innenrohrs 19 öffnet der Ventilteller 36 um diesen Hub und Kraftstoff strömt quer zur Strömungsrichtung der über den Drosselspalt 41 aus dem Ringraum 21 austretenden Luft aus. Es entsteht eine starke Scherströmung zwischen dem Kraftstoff und der mit hoher Geschwindigkeit ausströmenden Luft, was zu einer sehr guten Zerstäubung führt. Der zerstäubte Kraftstoff wird über die Ausblasöffnung 18 ausgeblasen und gelangt zusammen mit der über das Ansaugrohr angesaugten Verbrennungsluft unmittelbar in das geöffnete Einlaßventil der Brennkraftmaschine.If the excitation coil 28 of the electromagnet 16 is energized, the electromagnet 16 is energized and the plate 29 is tightened by the predetermined stroke against the force of the return spring 32. Due to the fuel pressure in the interior of the inner tube 19, the valve plate 36 opens around this stroke and fuel flows out across the flow direction of the air emerging from the annular space 21 via the throttle gap 41. There is a strong shear flow between the fuel and the air flowing out at high speed, which leads to very good atomization. The atomized fuel is blown out through the blow-out opening 18 and arrives together with that through the intake pipe sucked combustion air directly into the open intake valve of the internal combustion engine.

Claims (6)

1. Vorrichtung zum kombinierten Ausblasen von Kraftstoff und Luft für Kraftstoffeinspritzanlagen von Brennkraftmaschinen, mit einem Gehäuse, das einen Kraftstoff- und Luftanschluß und eine mit diesen verbindbare Ausblasöffnung aufweist, die am Ende eines langgetreckten hohlen Gehäusestutzens mit sehr großem Länge-Durchmesser-Verhältnis ausgebildet ist, mit einem am Ende des Gehäusestutzens angeordneten Ventilglied, das von einer Ventilschließfeder auf einem Ventilsitz aufgepreßt und mittels eines im Gehäuse angeordneten Elektromagneten nach außen vom Ventilsitz abhebbar ist, dadurch gekennzeichnet, daß der Ventilsitz (34) auf einem den Gehäusestutzen (14) durchziehenden, koaxialen Innenrohr (19) mit gegenüber dem lichten Durchmesser des Gehäusestutzens (14) kleinerem Außendurchmesser angeordnet ist, das bis in die Ausblasöffnung (18) reicht, und daß der Innenraum des Innerohrs (19) mit dem Kraftstoffanschluß (11) und der vom Innenrohr (19) und Gehäusestutzen (14) eingeschlossene Ringraum (21) mit dem Luftanschluß (12) in Verbindung steht.1. Device for the combined blowing-out of fuel and air for fuel injection systems of internal combustion engines, with a housing which has a fuel and air connection and a blow-out opening which can be connected to it and which is formed at the end of an elongated hollow housing connection piece with a very large length-diameter ratio , with a valve member arranged at the end of the housing connecting piece, which is pressed onto a valve seat by a valve closing spring and can be lifted outward from the valve seat by means of an electromagnet arranged in the housing, characterized in that the valve seat (34) is on a pulling through the housing connecting piece (14), Coaxial inner tube (19) with an outer diameter that is smaller than the inside diameter of the housing connection piece (14), which extends into the blow-out opening (18), and that the interior of the inner tube (19) with the fuel connection (11) and that of the inner tube ( 19) and Housing socket (14) enclosed annular space (21) with the air connection (12) is in communication. 2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß der Elektromagnet (16) einen als freifliegendes Plättchen (29) ausgebildeten Magnetanker aufweist, an der die gehäuseseitig sich abstützende Ventilschließfeder (32) angreift, und daß das Plättchen (29) und das Ventilglied (35) durch einen im Innenraum des Innenrohrs (19) verlaufenden Stahldraht (40) miteinander verbunden sind.2. Device according to claim 1, characterized in that the electromagnet (16) has a magnet armature designed as a free-flying plate (29) on which the valve-closing spring (32), which is supported on the housing side, engages, and in that the plate (29) and the valve member ( 35) are connected to one another by a steel wire (40) running in the interior of the inner tube (19). 3. Vorrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß der Ventilsitz (34) auf der Stirnseite des Innenrohrs (19) mit etwa quer zur Rohrachse sich erstreckender ringförmiger Sitzfläche angeordnet ist.3. Apparatus according to claim 1 or 2, characterized in that the valve seat (34) on the end face of the inner tube (19) is arranged with an approximately transverse to the tube axis extending annular seat. 4. Vorrichtung nach Anspruch 3, dadurch gekennzeichnet, daß das Ventilglied (35) als Ventilteller (36) ausgebildet ist, an dem ein in das Innenrohr (19) hineinragender Drosselzapfen (37) konzentrisch befestigt ist, der zusammen mit der Innenwand des Innenrohrs (19) einen ringförmigen Drosselspalt (38) begrenzt.4. The device according to claim 3, characterized in that the valve member (35) is designed as a valve plate (36) on which a throttle pin (37) projecting into the inner tube (19) is concentrically attached, which together with the inner wall of the inner tube ( 19) limits an annular throttle gap (38). 5. Vorrichtung nach Anspruch 4, dadurch gekennzeichnet, daß der Drosselzapfen (37) konisch ausgebildet ist, wobei die den kleineren Durchmesser aufweisende Stirnseite vom Ventilteller (36) abgekehrt ist.5. The device according to claim 4, characterized in that the throttle pin (37) is conical, the end having the smaller diameter facing away from the valve plate (36). 6. Vorrichtung nach einem der Ansprüche 1 - 5, dadurch gekennzeichnet, daß in dem vom Innenrohr (19) und Gehäusestutzen (14) begrenzten Ringraum (21) in Strömungsrichtung unmittelbar vor dem Ventilsitz (34) ein ringförmiger Drosselspalt (41) ausgebildet ist.6. Device according to one of claims 1-5, characterized in that an annular throttle gap (41) is formed in the annular space (21) delimited by the inner tube (19) and housing connector (14) in the flow direction directly in front of the valve seat (34).
EP90112429A 1989-07-27 1990-06-29 Device for simultaneous injection of fuel and air for fuel injection systems of internal combustion engines Expired - Lifetime EP0410158B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3924851A DE3924851A1 (en) 1989-07-27 1989-07-27 DEVICE FOR COMBINED BLOWING OUT OF FUEL AND AIR FOR FUEL INJECTION SYSTEMS FROM INTERNAL COMBUSTION ENGINES
DE3924851 1989-07-27

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EP0410158A1 true EP0410158A1 (en) 1991-01-30
EP0410158B1 EP0410158B1 (en) 1992-12-23

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EP (1) EP0410158B1 (en)
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6170760B1 (en) * 1999-01-25 2001-01-09 Precision Valve & Automation, Inc. Compact spray valve
GB2564869B (en) * 2017-07-24 2019-11-13 Delphi Tech Ip Ltd Fuel injector with a closed metallic tube

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US2154875A (en) * 1937-05-24 1939-04-18 Timken Roller Bearing Co Fuel injector
DE1170710B (en) * 1961-03-07 1964-05-21 Inst Francais Du Petrol Device for fuel supply and ignition of internal combustion engines with external ignition
US3450353A (en) * 1966-10-20 1969-06-17 Bosch Gmbh Robert Electromagnetically actuated fuel injection valve for internal combustion engines
FR2109241A5 (en) * 1970-10-08 1972-05-26 Lucas Industries Ltd
GB2023227A (en) * 1978-06-14 1979-12-28 Bosch Gmbh Robert Fuel injection nozzle for an internal combustion engine
DE3105687A1 (en) * 1981-02-17 1982-09-02 Robert Bosch Gmbh, 7000 Stuttgart Leakage-free fuel injection nozzle
US4836453A (en) * 1988-02-22 1989-06-06 Outboard Marine Corporation Fuel injector with continuous air flow

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US494591A (en) * 1893-04-04 Automatic injector-burner
CA507810A (en) * 1954-11-30 F. Campbell John Spray nozzle
US2046592A (en) * 1931-04-10 1936-07-07 Vilbiss Co Spray head
DE2508390A1 (en) * 1975-02-26 1976-09-09 Bosch Gmbh Robert INJECTION SOLENOID VALVE
CA1279797C (en) * 1984-08-01 1991-02-05 Michael Leonard Mckay Metering of fuel

Patent Citations (7)

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Publication number Priority date Publication date Assignee Title
US2154875A (en) * 1937-05-24 1939-04-18 Timken Roller Bearing Co Fuel injector
DE1170710B (en) * 1961-03-07 1964-05-21 Inst Francais Du Petrol Device for fuel supply and ignition of internal combustion engines with external ignition
US3450353A (en) * 1966-10-20 1969-06-17 Bosch Gmbh Robert Electromagnetically actuated fuel injection valve for internal combustion engines
FR2109241A5 (en) * 1970-10-08 1972-05-26 Lucas Industries Ltd
GB2023227A (en) * 1978-06-14 1979-12-28 Bosch Gmbh Robert Fuel injection nozzle for an internal combustion engine
DE3105687A1 (en) * 1981-02-17 1982-09-02 Robert Bosch Gmbh, 7000 Stuttgart Leakage-free fuel injection nozzle
US4836453A (en) * 1988-02-22 1989-06-06 Outboard Marine Corporation Fuel injector with continuous air flow

Also Published As

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EP0410158B1 (en) 1992-12-23
JPH03222865A (en) 1991-10-01
JP3048607B2 (en) 2000-06-05
DE59000648D1 (en) 1993-02-04
DE3924851A1 (en) 1991-01-31
US5102053A (en) 1992-04-07

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