EP0716226B1 - Fuel injection valve for internal combustion engines - Google Patents
Fuel injection valve for internal combustion engines Download PDFInfo
- Publication number
- EP0716226B1 EP0716226B1 EP95115125A EP95115125A EP0716226B1 EP 0716226 B1 EP0716226 B1 EP 0716226B1 EP 95115125 A EP95115125 A EP 95115125A EP 95115125 A EP95115125 A EP 95115125A EP 0716226 B1 EP0716226 B1 EP 0716226B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- valve body
- face
- clamping nut
- fuel injection
- conical
- 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
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
- F02M61/168—Assembling; Disassembling; Manufacturing; Adjusting
-
- 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
-
- 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
- F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
Definitions
- the invention is based on a fuel injection valve for internal combustion engines according to the preamble of claim 1 or claim 8.
- a fuel injection valve for internal combustion engines according to the preamble of claim 1 or claim 8.
- U known fuel injection valve is a valve body having an axially displaceable valve member clamped by means of a clamping nut against a valve holder, the clamping nut having a through-opening in the area of the injection opening formed by the outlet opening of a guide bore guiding the valve member in the end face of the valve body on the combustion chamber side.
- the known fuel injection valve In order to avoid excessive heating of the end face (bottom) of the valve body on the combustion chamber side and consequently jamming of the valve member or coking of the injection opening, the known fuel injection valve has a heat shield that is clamped between the end face of the valve body on the combustion chamber side and the clamping nut in order to reduce the face area of the valve body which is directly flown by the hot combustion gases and to prevent these gases from flowing into the interior of the clamping nut.
- the known fuel injection valve has the disadvantage that the space formed between the combustion-chamber end face of the valve body and the combustion-chamber end face of the clamping nut in the area of its through opening is made relatively large. However, this large dead space in the area of the injection openings has a negative influence on the mixture preparation and combustion processes in the combustion chamber of the internal combustion engine to be supplied, which lead to deteriorated emission values of the entire internal combustion engine.
- the fuel injection valve according to the invention with the features of claims 1 and 8 has the advantage that the processes in the combustion chamber of the internal combustion engine are influenced by a considerable reduction in the dead volume in the area of the passage opening associated with the injection opening in such a way that their emission values improve.
- a further minimization of the end face of the valve body against which the hot combustion gases flow is advantageously achieved, so that the valve body as a whole is no longer heated as much, which increases the reliability and the service life of the entire fuel injection valve.
- This reduction in the dead volume within the through opening of the clamping nut is achieved in the manner according to the invention by the conical shaping of the transition between the end face and the stem of the valve body and the conical seat surface on the clamping nut, the angle of inclination of the conical sealing surface on the valve body being smaller than the angle of inclination the seat of the clamping nut.
- the sealing contact edge between the sealing surface and the seat surface is always as close as possible to the through opening of the clamping nut, so that the space formed by it can be kept as small as possible.
- the sealing edge can be formed by the valve body and / or the seat surface of the clamping nut.
- a further minimization of the dead volume is achieved by protruding the sealing surface of the valve body into the area of the through opening of the clamping nut, wherein the conical sealing surface can also be subdivided into a further conical surface with a different slope.
- the advantageous provision of a constriction between the stem of the valve body and the opposite wall of the clamping nut, in particular in the transition area between the conical sealing surface and the stem of the valve body makes gas exchange in the stem region difficult at an early stage, so that the hot combustion gases do not spread over the entire stem region of the valve body can spread.
- a heat protection washer it is designed in the form of a plate spring and opens with its central recess at the edge of the through opening, so that the volume remaining there remains as small as possible.
- FIG. 1 shows a first exemplary embodiment in a detail from the fuel injection valve, in which the diameter of the flat end face of the valve body is larger than the diameter of the through opening of the clamping nut
- FIG. 2 shows a second exemplary embodiment, in which the diameter of the flat end face of the valve body 3 is a third exemplary embodiment in which the conical sealing surface of the valve body projects into the through bore of the clamping nut
- FIG. 4 is a fourth exemplary embodiment, analogous to FIG. 3, in which the conical sealing surface on the valve member is divided into two areas with different angles of inclination
- FIG. 5 shows a fifth exemplary embodiment in which a plate-spring-shaped heat protection washer is clamped between the sealing surface of the valve body and the clamping nut.
- the first exemplary embodiment shown in FIG. 1 is designed as a so-called throttle pin nozzle (alternatively, perforated nozzles are also possible), in which an axially displaceable, inwardly opening valve member in a guide bore, not shown, is provided with a throttle pin 25, which is in the closed state of the fuel injection valve protrudes from the outlet opening (fuel discharge point) of the guide bore, which forms an injection cross section, on an end face 27 of the valve body 1 on the combustion chamber side and which narrows the injection cross section in a known manner to a narrow annular gap during the advance stroke movement of the valve member in the opening direction.
- a throttle pin nozzle alternatively, perforated nozzles are also possible
- the end face 27 of the valve body 1 on the combustion chamber side must be cooled particularly well in order to keep coking of the injection cross section as low as possible.
- the transition between the shaft of the valve body 1 surrounded by the sleeve-shaped extension 17 of the clamping nut 5 and its planar end surface on the combustion chamber side is conical, this conical transition region forming a sealing surface 29 on the valve body 1, which with the end surface 27 of the one Interacts valve body 1 engaging conical seat flange 31 arranged inwardly facing annular flange 30 of the clamping nut 5.
- the seat surface 31 of the clamping nut 5 extends radially inward up to a central through opening 33 in the ring flange 30, which covers a region of the planar end face 27 of the valve body 1 surrounding the throttle pin 25 of the valve member, in order in this way to inject the fuel into the valve body 1 facing end face 35 of the ring flange 30 of the clamping nut 5 to allow subsequent combustion chamber.
- the angle of inclination ⁇ of the conical sealing surface 29 of the valve body 1 to its axis is smaller than the angle of inclination ⁇ of the seat surface 31 of the clamping nut 5 to the axis of the Valve body 1, so that a sealing edge 37 formed between the sealing surface 29 and the seating surface 31 is arranged as close as possible to the through opening 33.
- the angle of inclination ⁇ to be preferably approximately 45 ° to 60 ° to the valve body axis and the angle of inclination ⁇ should be approximately 2.5 ° to 5 ° relative to the valve body axis, greater than ⁇ .
- a diameter D of the flat end face 27 of the valve body 1 delimited by the sealing surface 29 in the first exemplary embodiment shown in FIG. 1 is larger than a diameter d of the through opening 33 of the clamping nut 5.
- the second exemplary embodiment shown in FIG. 2 differs from the first exemplary embodiment only in the dimensioning of the diameters D and d, which are of the same size there, so that the volume of the through opening 33 within the clamping nut 5 is reduced in comparison with FIG. 1, as a result of which can also reduce the free flat end face 27 of the valve body 1 against which the hot combustion gases flow.
- the gap dimension s remaining between the flat end face 27 of the valve body 1 and the combustion chamber end face 35 of the clamping nut 5 in the area of the passage opening 33 should preferably be about 0.5 mm to 0.9 mm in size.
- the diameter D of the planar end surface 27 of the valve body 1 on the combustion chamber side is made smaller than the diameter d of the through opening 33 of the clamping nut 5, so that the sealing surface 29 of the valve body 1 projects into the through opening 33.
- the dead volume within the through opening 33 can be reduced once again, and it is also achieved without great demands on the machining accuracy of the seat surface 31 and the sealing surface 29 that the sealing edge 37, which is formed here by the end of the seat surface 31, as far as possible is arranged radially inside.
- FIG. 4 differs from the third only in the configuration of the sealing surface 29 of the valve body 1 and the seat surface 31 of the clamping nut 5, which now have two conical regions with different angles of inclination, so that the degree of protrusion of the sealing surface 29 in the through opening 33 can be better adapted to the respective requirements.
- a narrow gap 39 is provided in FIG. 4 between the cylindrical circumferential surface of the valve body 1 and the inner wall of the clamping nut 5, which preferably adjoins the sealing surface 29 and thus gas exchange of the hot combustion gases flowing in via the sealing edge 37 and those in the stem area of the valve body 1 located gas quantity difficult, so that the valve body 1 is heated less in the stem area.
- a heat shield 41 is clamped between the sealing surface 29 of the valve body 1 and the seat surface 31 of the clamping nut 5.
- This heat shield 41 is designed for the earliest possible sealing of the space of the through opening 33 in the form of a plate spring and is preloaded in the installed state in such a way that its end faces lie almost completely against the sealing face 29 and the seat face 31.
- the heat shield 41 has a central bore 43, which is preferably designed so that its wall is flush with the wall of the through opening 33.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Manufacturing & Machinery (AREA)
- Fuel-Injection Apparatus (AREA)
Description
Die Erfindung geht von einem Kraftstoffeinspritzventil für
Brennkraftmaschinen nach der Gattung des Patentanspruchs 1 bzw. des Patentanspruchs 8
aus.
Bei einem solchen aus dem DE. 92 04 083 U bekannten
Kraftstoffeinspritzventil ist ein ein axial verschiebbares
Ventilglied aufweisender Ventilkörper mittels einer
Spannmutter gegen einen Ventilhalter verspannt, wobei die
Spannmutter im Bereich der durch die Austrittsöffnung einer
das Ventilglied führenden Führungsbohrung gebildeten
Einspritzöffnung in der brennraumseitigen Stirnfläche des
Ventilkörpers eine Durchgangsöffnung aufweist.
Um dabei eine zu starke Erhitzung der brennraumseitigen
Stirnfläche (Boden) des Ventilkörpers und in dessen Folge
ein Klemmen des Ventilgliedes bzw. ein Verkoken der
Einspritzöffnung zu vermeiden, weist das bekannte
Kraftstoffeinspritzventil eine Wärmeschutzscheibe auf, die
zwischen brennraumseitiger Stirnfläche des Ventilkörpers und
der Spannmutter eingespannt ist, um so die direkt von den
heißen Verbrennungsgasen angeströmte Stirnfläche des
Ventilkörpers zu verringern und ein Einströmen dieser Gase
in das Innere der Spannmutter zu verhindern.
Dabei weist das bekannte Kraftstoffeinspritzventil jedoch
den Nachteil auf, daß der zwischen der brennraumseitigen
Stirnfläche des Ventilkörpers und der brennraumseitigen
Stirnfläche der Spannmutter im Bereich deren Durchgangsöffnung
gebildete Raum relativ groß ausgeführt ist. Dieser
große Totraum im Bereich der Einspritzöffnungen hat jedoch
einen negativen Einfluß auf die Gemischaufbereitungs- und
Verbrennungsvorgänge im Brennraum der zu versorgenden
Brennkraftmaschine, die zu verschlechterten Emissionswerten
der gesamten Brennkraftmaschine führen.The invention is based on a fuel injection valve for internal combustion engines according to the preamble of
With one from the DE. 92 04 083 U known fuel injection valve is a valve body having an axially displaceable valve member clamped by means of a clamping nut against a valve holder, the clamping nut having a through-opening in the area of the injection opening formed by the outlet opening of a guide bore guiding the valve member in the end face of the valve body on the combustion chamber side.
In order to avoid excessive heating of the end face (bottom) of the valve body on the combustion chamber side and consequently jamming of the valve member or coking of the injection opening, the known fuel injection valve has a heat shield that is clamped between the end face of the valve body on the combustion chamber side and the clamping nut in order to reduce the face area of the valve body which is directly flown by the hot combustion gases and to prevent these gases from flowing into the interior of the clamping nut.
However, the known fuel injection valve has the disadvantage that the space formed between the combustion-chamber end face of the valve body and the combustion-chamber end face of the clamping nut in the area of its through opening is made relatively large. However, this large dead space in the area of the injection openings has a negative influence on the mixture preparation and combustion processes in the combustion chamber of the internal combustion engine to be supplied, which lead to deteriorated emission values of the entire internal combustion engine.
Darüber hinaus ist aus der Offenlegungsschrift DE 33 35 298 A1, die den nächstkommenden Stand der Technik bildet, eine
Einrichtung zum Einspritzen von Kraftstoff in Brennräume von Brennkraftmaschinen
bekannt, bei dem das Kraftstoffeinspritzventil an
seiner brennraumseitigen Stirnfläche eine konische Anschrägung aufweist,
der eine an der Innenfläche der Spannmutter mit demselben
Winkel ausgebildete konische Fläche gegenüberliegt. Durch die nach
der Einspritzöffnung brennraumseitig angeordnete Heizwendel ergibt
sich jedoch auch hier ein großes Totvolumen mit den oben geschilderten
Nachteilen.In addition, published
Das erfindungsgemäße Kraftstoffeinspritzventil mit den
Merkmalen der Patentansprüche 1 bzw. 8 hat demgegenüber
den Vorteil, daß durch eine erhebliche Verringerung des Totvolumens
im Bereich der der Einspritzöffnung zugeordneten
Durchgangsöffnung in der Spannmutter die Vorgänge im
Brennraum der Brennkraftmaschine dahingehend beeinflußt werden,
daß sich deren Emissionswerte verbessern. Zudem wird
dabei in vorteilhafter Weise eine weitere Minimierung der
von den heißen Verbrennungsgasen angeströmten Stirnfläche
des Ventilkörpers erreicht, so daß der Ventilkörper
insgesamt nicht mehr so stark erhitzt wird, was die
Zuverlässigkeit und die Lebensdauer des gesamten Kraftstoffeinspritzventils
erhöht.
Diese Verringerung des Totvolumens innerhalb der Durchgangsöffnung
der Spannmutter wird dabei in erfindungsgemäßer
Weise durch das konische Anformen des Übergangs zwischen der
Stirnfläche und des Schaftes des Ventilkörpers und der konisch
ausgebildeten Sitzfläche an der Spannmutter erreicht,
wobei der Neigungswinkel der konischen Dichtfläche am
Ventilkörper kleiner als der Neigungswinkel der Sitzfläche
der Spannmutter ist. Auf diese Weise wird in vorteilhafter
Weise sichergestellt, daß sich die abdichtende Berührungskante
zwischen Dichtfläche und Sitzfläche immer möglichst
dicht an der Durchgangsöffnung der Spannmutter befindet, so
daß der durch diese gebildete Raum möglichst gering gehalten
werden kann.
Dabei kann die Dichtkante je nach Ausgestaltung durch den
Ventilkörper und/oder die Sitzfläche der Spannmutter
gebildet sein.
Eine weitere Minimierung des Totvolumens wird durch das Hineinragen
der Dichtfläche des Ventilkörpers in den Bereich
der Durchgangsöffnung der Spannmutter erreicht, wobei die
konische Dichtfläche dazu noch in eine weitere, eine andere
Steigung aufweisende Konusfläche unterteilt sein kann.
Durch das vorteilhafte Vorsehen einer Engstelle zwischen dem
Schaft des Ventilkörpers und der gegenüberliegenden Wand der
Spannmutter, insbesondere im Übergangsbereich zwischen konischer
Dichtfläche und Schaft des Ventilkörpers wird ein Gasaustausch
im Schaftbereich bereits früh erschwert, so daß
sich die heißen Verbrennungsgase nicht über den gesamten
Schaftbereich des Ventilkörpers ausbreiten können.
Bei der Verwendung einer Wärmeschutzscheibe ist diese
tellerfederförmig ausgebildet und mündet
mit ihrer zentralen Ausnehmung an den Rand der Durchgangsöffnung,
so daß das dort verbleibende Volumen möglichst gering
bleibt.
Weitere Vorteile und vorteilhafte Ausgestaltungen des
Gegenstandes der Erfindung sind der Beschreibung, der
Zeichnung und den Patentansprüchen entnehmbar.The fuel injection valve according to the invention with the features of
This reduction in the dead volume within the through opening of the clamping nut is achieved in the manner according to the invention by the conical shaping of the transition between the end face and the stem of the valve body and the conical seat surface on the clamping nut, the angle of inclination of the conical sealing surface on the valve body being smaller than the angle of inclination the seat of the clamping nut. In this way it is advantageously ensured that the sealing contact edge between the sealing surface and the seat surface is always as close as possible to the through opening of the clamping nut, so that the space formed by it can be kept as small as possible.
Depending on the configuration, the sealing edge can be formed by the valve body and / or the seat surface of the clamping nut.
A further minimization of the dead volume is achieved by protruding the sealing surface of the valve body into the area of the through opening of the clamping nut, wherein the conical sealing surface can also be subdivided into a further conical surface with a different slope.
The advantageous provision of a constriction between the stem of the valve body and the opposite wall of the clamping nut, in particular in the transition area between the conical sealing surface and the stem of the valve body, makes gas exchange in the stem region difficult at an early stage, so that the hot combustion gases do not spread over the entire stem region of the valve body can spread.
When using a heat protection washer, it is designed in the form of a plate spring and opens with its central recess at the edge of the through opening, so that the volume remaining there remains as small as possible.
Further advantages and advantageous configurations of the subject matter of the invention can be gathered from the description, the drawing and the patent claims.
Fünf Ausführungsbeispiele des erfindungsgemäßen Kraftstoffeinspritzventils
für Brennkraftmaschinen sind in der
Zeichnung dargestellt und werden in der nachfolgenden
Beschreibung näher erläutert.
Es zeigen die Figur 1 ein erstes Ausführungsbeispiel in einem
Ausschnitt aus dem Kraftstoffeinspritzventil, bei dem
der Durchmesser der planen Stirnfläche des Ventilkörpers
größer als der Durchmesser der Durchgangsöffnung der
Spannmutter ist, die Figur 2 ein zweites Ausführungsbeispiel,
bei dem der Durchmesser der planen Stirnfläche des
Ventilkörpers gleich groß dem Durchmesser der Durchgangsöffnung
der Spannmutter ist, die Figur 3 ein drittes Ausführungsbeispiel,
bei dem die konische Dichtfläche des
Ventilkörpers in die Durchgangsbohrung der Spannmutter ragt,
die Figur 4 ein viertes Ausführungsbeispiel, analog zur Figur
3, bei dem die konische Dichtfläche am Ventilglied in
zwei Bereiche unterschiedlicher Neigungswinkel geteilt ist
und die Figur 5 ein fünftes Ausführungsbeispiel, bei dem
zwischen der Dichtfläche des Ventilkörpers und der Spannmutter
eine tellerfederförmige Wärmeschutzscheibe eingespannt
ist.Five exemplary embodiments of the fuel injection valve for internal combustion engines according to the invention are shown in the drawing and are explained in more detail in the description below.
FIG. 1 shows a first exemplary embodiment in a detail from the fuel injection valve, in which the diameter of the flat end face of the valve body is larger than the diameter of the through opening of the clamping nut, FIG. 2 shows a second exemplary embodiment, in which the diameter of the flat end face of the
Das in der Figur 1 nur mit seinen erfindungswesentlichen
Bauteilen dargestellte Kraftstoffeinspritzventil für
Brennkraftmaschinen weist einen zylinderförmigen Ventilkörper
1 auf, der zusammen mit einer Zwischenscheibe 3 durch
eine Spannmutter 5 gegen einen in der Zeichnung nicht
dargestellten Ventilhalter verspannt ist. Zu diesem Zweck
ist die Spannmutter 5 mit einer inneren Ringschulter 7 versehen,
die an einer äußeren Ringschulter 9 des Ventilkörpers
1 angreift. Die Spannmutter 5 weist ferner im Bereich der
Ringschulter 7 ein Außengewinde 11 auf, welches in ein entsprechendes
Innengewinde einer Einbaubohrung 13 im Gehäuse
15 der zu versorgenden Brennkraftmaschine eingreift. An einem
den Ventilkörper 1 unterhalb der Ringschulter 7
umgreifenden hülsenförmigen Ansatz 17 der Spannmutter 5 ist
eine Stützschulter 19 angeordnet, die bei eingebautem
Kraftstoffeinspritzventil über einen Dichtring 21 gegen eine
Stützschulter 23 in der Einbaubohrung 13 gepreßt ist.That in Figure 1 only with its essential to the invention
Components shown fuel injector for
Internal combustion engines have a
Das in der Figur 1 dargestellte erste Ausführungsbeispiel
ist dabei als sogenannte Drosselzapfendüse ausgebildet
(alternativ sind auch Lochdüsen möglich), bei der ein in einer
nicht gezeigten Führungsbohrung axial verschiebbares,
nach innen öffnendes Ventilglied mit einem Drosselzapfen 25
versehen ist, der in geschlossenem Zustand des Kraftstoffeinspritzventils
aus der, einen Einspritzquerschnitt
bildenden Austrittsöffnung (Kraftstoffaustrittsstelle) der
Führungsbohrung an einer brennraumseitigen Stirnfläche 27
des Ventilkörpers 1 hinausragt und der während der Vorhubbewegung
des Ventilgliedes in Öffnungsrichtung den Einspritzquerschnitt
in bekannter Weise bis auf einen schmalen
Ringspalt verengt. Bei derartigen Kraftstoffeinspritzventilen
muß die brennraumseitige Stirnfläche 27 des Ventilkörpers
1 besonders gut gekühlt werden, um eine Verkokung des
Einspritzquerschnitts so gering wie möglich zu halten.
Dazu ist beim erfindungsgemäßen Kraftstoffeinspritzventil
der Übergang zwischen dem vom hülsenförmigen Ansatz 17 der
Spannmutter 5 umgebenden Schaft des Ventilkörpers 1 und dessen
brennraumseitiger planen Stirnfläche konisch ausgebildet,
wobei dieser konische Übergangsbereich eine Dichtfläche
29 am Ventilkörper 1 bildet, die mit einer an einem die
Stirnfläche 27 des Ventilkörpers 1 untergreifenden, nach innen
gekehrten Ringflansch 30 der Spannmutter 5 angeordneten
konischen Sitzfläche 31 zusammenwirkt. Die Sitzfläche 31 der
Spannmutter 5 erstreckt sich dabei radial einwärts bis an
eine zentrale Durchgangsöffnung 33 im Ringflansch 30, die
einen den Drosselzapfen 25 des Ventilgliedes umgebenden Bereich
der planen Stirnfläche 27 des Ventilkörpers 1
überdeckt, um so die Kraftstoffeinspritzung in den sich an
die dem Ventilkörper 1 abgewandte Stirnfläche 35 des
Ringflansches 30 der Spannmutter 5 anschließenden Brennraum
zu ermöglichen.
Um dabei das innerhalb der Durchgangsöffnung 33 eingeschlossene
Volumen sowie die angeströmte Stirnfläche 27 des
Ventilkörpers 1 möglichst gering zu halten, ist der
Neigungswinkel α der konischen Dichtfläche 29 des Ventilkörpers
1 zu dessen Achse kleiner als der Neigungswinkel β der
Sitzfläche 31 der Spannmutter 5 zur Achse des Ventilkörpers
1, so daß eine zwischen Dichtfläche 29 und Sitzfläche 31 gebildete
Dichtkante 37 möglichst nah an der Durchgangsöffnung
33 angeordnet ist. Der Neigungswinkel α zur soll dabei vorzugsweise
etwa 45° bis 60° zur Ventilkörperachse betragen
und der Neigungswinkel β soll etwa 2,5° bis 5° bezogen auf
die Ventilkörperachse, größer als α sein.
Zudem ist ein Durchmesser D der von der Dichtfläche 29 begrenzten
planen Stirnfläche 27 des Ventilkörpers 1 im
ersten, in der Figur 1 dargestellten Ausführungsbeispiel
größer ausgeführt als ein Durchmesser d der Durchgangsöffnung
33 der Spannmutter 5.The first exemplary embodiment shown in FIG. 1 is designed as a so-called throttle pin nozzle (alternatively, perforated nozzles are also possible), in which an axially displaceable, inwardly opening valve member in a guide bore, not shown, is provided with a
For this purpose, in the fuel injection valve according to the invention, the transition between the shaft of the
In order to keep the volume enclosed within the through-opening 33 and the
In addition, a diameter D of the
Das in der Figur 2 dargestellte zweite Ausführungsbeispiel
unterscheidet sich zum ersten Ausführungsbeispiel lediglich
in der Dimensionierung der Durchmesser D und d, die dort
gleich groß ausgeführt sind, so daß das Volumen der
Durchgangsöffnung 33 innerhalb der Spannmutter 5 gegenüber
der Figur 1 verringert ist, wodurch sich auch die von den
heißen Verbrennungsgasen angeströmte freie plane Stirnfläche
27 des Ventilkörpers 1 verringern läßt.
Dabei soll das zwischen der planen Stirnfläche 27 des
Ventilkörpers 1 und der brennraumseitigen Stirnfläche 35 der
Spannmutter 5 verbleibende Spaltmaß s im Bereich der
Durchgangsöffnung 33 vorzugsweise etwa eine Größe von 0,5 mm
bis 0,9 mm betragen.The second exemplary embodiment shown in FIG. 2 differs from the first exemplary embodiment only in the dimensioning of the diameters D and d, which are of the same size there, so that the volume of the through opening 33 within the
The gap dimension s remaining between the
Bei dem in der Figur 3 gezeigten dritten Ausführungsbeispiel
ist der Durchmesser D der planen brennraumseitigen Stirnfläche
27 des Ventilkörpers 1 kleiner ausgebildet als der
Durchmesser d der Durchgangsöffnung 33 der Spannmutter 5, so
daß die Dichtfläche 29 des Ventilkörpers 1 in die Durchgangsöffnung
33 hineinragt. Auf diese Weise kann das
Totvolumen innerhalb der Durchgangsöffnung 33 noch einmal
verringert werden, wobei zudem ohne große Anforderungen an
die Bearbeitungsgenauigkeit von Sitzfläche 31 und Dichtfläche
29 erreicht wird, daß die Dichtkante 37, die hier durch
das Ende der Sitzfläche 31 gebildet ist, möglichst weit radial
innen angeordnet ist.
Das in der Figur 4 dargestellte vierte Ausführungsbeispiel
unterscheidet sich zum dritten lediglich in der Ausgestaltung
der Dichtfläche 29 des Ventilkörpers 1 und der
Sitzfläche 31 der Spannmutter 5 die nunmehr zwei konische
Bereich mit unterschiedlichen Neigungswinkeln aufweisen, so
daß sich der Grad des Hineinragens der Dichtfläche 29 in die
Durchgangsöffnung 33 besser an die jeweiligen Erfordernisse
anpassen läßt. Zudem ist in der Figur 4 ein Engspalt 39 zwischen
der zylindrischen Umfangsfläche des Ventilkörpers 1
und der Innenwand der Spannmutter 5 vorgesehen, der
vorzugsweise an die Dichtfläche 29 anschließt und so einen
Gasaustausch der über die Dichtkante 37 einströmenden heißen
Verbrennungsgase und der im Schaftbereich des Ventilkörpers
1 befindlichen Gasmenge erschwert, so daß der Ventilkörper 1
im Schaftbereich weniger erhitzt wird.
Bei dem in der Figur 5 dargestellten fünften Ausführungsbeispiel
ist zwischen der Dichtfläche 29 des Ventilkörpers 1
und der Sitzfläche 31 der Spannmutter 5 eine Wärmeschutzscheibe
41 eingespannt. Diese Wärmeschutzscheibe 41 ist dabei
für ein möglichst frühes Abdichten des Raumes der
Durchgangsöffnung 33 tellerfederförmig ausgebildet und wird
im eingebauten Zustand derart vorgespannt, daß sie mit ihren
Stirnflächen nahezu vollständig an der Dichtfläche 29 und
der Sitzfläche 31 anliegt. Dabei weist die Wärmeschutzscheibe
41 eine zentrale Bohrung 43 auf, die vorzugsweise so ausgelegt
ist, daß deren Wand mit der Wand der Durchgangsöffnung
33 abschließt.In the third exemplary embodiment shown in FIG. 3, the diameter D of the
The fourth exemplary embodiment shown in FIG. 4 differs from the third only in the configuration of the
In the fifth exemplary embodiment shown in FIG. 5, a
Es ist somit mit dem erfindungsgemäßen Kraftstoffeinspritzventil
möglich, die von den heißen Verbrennungsgasen
angeströmte Stirnfläche 27 des Ventilkörpers 1 zu reduzieren
und gleichzeitig das von der Durchgangsöffnung 33 gebildete
Totvolumen in der Spannmutter 5 für eine verbesserte
Gemischaufbereitung und Verbrennung zu verringernIt is thus with the fuel injection valve according to the invention
possible by the hot combustion gases
to reduce the flow onto the
Claims (9)
- Fuel injection valves for internal-combustion engines, having a valve body (1), which has a guide bore in which a valve member is guided in an axially displaceable manner, and having a clamping nut (5) which clamps the valve body (1) against a valve holder and has a sleeve-like shoulder (17), which engages around the valve body (1), and an inwardly facing annular flange (30) which engages beneath an end face (27) of the valve body (1) which is on the combustion-chamber side and in which a central passage opening (33) is provided in the region of the axial covering of a planar region, which surrounds the fuel outlet point, of the end face (27) of the valve body (1) which is on the combustion-chamber side, the valve body (1), at its end which is on the combustion-chamber side, having at least one conical transition (29) to the planar end face (29) which has the fuel outlet point, and the annular flange (30) having a part (31) which is likewise of conical design, characterized in that the at least one conical transition (29) comes to bear against the conically designed part (31) of the annular flange (30), closing off a space formed between the valve body (1) and the clamping nut (5), the angle of inclination (α) of the conical transition (29) with respect to the axis of the valve body (1) being less than the angle of inclination (β) of the conical part (31) of the annular flange (30) with respect to the axis of the valve body (1).
- Fuel injection valve according to Claim 1, characterized in that the angle of inclination (α) of the conical transition (29), which forms a sealing surface, on the valve body (1) with respect to the axis of the valve body (1) is approximately 45° to 60°, the angle of inclination (β) of the conical part (31), which forms a seat face, on the annular flange (30) of the clamping nut (5) with respect to the axis of the valve body (1) being approximately 2.5° to 5° greater than the angle of inclination (α).
- Fuel injection valve according to Claim 2, characterized in that a first diameter (D) of the planar area of the end face (27) of the valve body (1) is greater than a second diameter (d) of the passage opening (33) in the clamping nut (5), an edge, which is formed between the conical transition (29) and the planar area of the end face (27) of the valve body (1), on the valve body (1) acting as a sealing edge (37) which bears against the seat face (31) of the clamping nut (5).
- Fuel injection valve according to Claim 2, characterized in that a first diameter (D) of the planar area of the end face (27) of the valve body (1) is equal to a second diameter (d) of the passage opening (33) in the clamping nut (5), the cross-sectional transitions in the area of the first and second diameters (D,d) in each case forming an interacting sealing edge (37).
- Fuel injection valve according to Claim 2, characterized in that a first diameter (D) of the planar area of the end face (27) on the valve body (1) is less than a second diameter (d) of the passage opening (33) in the clamping nut (5), the radially inner end of the seat face (31), in the region of the second diameter (d), forming a sealing edge (37) which interacts with the sealing surface (29) on the valve body (1).
- Fuel injection valve according to Claim 2 or 5, characterized in that two conical transitions (29) which adjoin one another and have different angles of inclination are provided on the valve body (1), which transitions are assigned two conical seat-face areas (31) on the clamping nut (5).
- Fuel injection valve according to Claim 1, characterized in that a narrow gap (39) is provided between the wall of the clamping nut (5) and the valve body (1) in the region of the transition between the cylindrical part of the valve body (1) and the conical transition (29).
- Fuel injection valve according to the preamble of Claim 1, characterized in that a heat shield disk (41), which is in the form of a cup spring, is clamped between a conical transition (29), which forms a sealing surface, of the valve body (1) and a seat face, which is formed on the conical part (31) of the clamping nut (5), which disk, in the assembled state of the fuel injection valve, bears completely against the sealing surface (29) and the seat face (31) and, by means of an annular edge which adjoins its central bore (43), delimits the space defined by the passage opening (33) on the clamping nut (5) from the interior of the clamping nut (5).
- Fuel injection valve according to Claim 1, characterized in that the gap dimension (S) which remains between the planar area of the end face (27) of the valve body (1) and the end face (35) of the clamping nut (5) which is on the combustion-chamber side has a height of 0.5 mm to 0.9 mm in the region of the passage opening (33).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4443861 | 1994-12-09 | ||
| DE4443861A DE4443861A1 (en) | 1994-12-09 | 1994-12-09 | Fuel injection valve for internal combustion engines |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| EP0716226A2 EP0716226A2 (en) | 1996-06-12 |
| EP0716226A3 EP0716226A3 (en) | 1997-09-17 |
| EP0716226B1 true EP0716226B1 (en) | 2002-07-24 |
Family
ID=6535370
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP95115125A Expired - Lifetime EP0716226B1 (en) | 1994-12-09 | 1995-09-26 | Fuel injection valve for internal combustion engines |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP0716226B1 (en) |
| JP (1) | JPH08218979A (en) |
| CZ (1) | CZ286965B6 (en) |
| DE (2) | DE4443861A1 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10108466A1 (en) | 2001-02-22 | 2002-09-05 | Bosch Gmbh Robert | Compensation element for a fuel injector |
| DE10149514A1 (en) * | 2001-10-08 | 2003-04-24 | Bosch Gmbh Robert | Fuel injector for IC engine fuel injection system, has deformable compensation sleeve for compensation of skew between coupled components |
| DE102004060983B4 (en) * | 2004-12-17 | 2017-02-02 | Robert Bosch Gmbh | Fuel injector |
| CN102937063B (en) * | 2012-10-31 | 2015-04-29 | 中国北方发动机研究所(天津) | Oil sprayer compress tightly screw cap and fixing method thereof |
| AT517054B1 (en) * | 2015-04-14 | 2017-02-15 | Ge Jenbacher Gmbh & Co Og | Arrangement of a cylinder head and a fuel injector |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3335298A1 (en) * | 1983-09-29 | 1985-04-18 | Robert Bosch Gmbh, 7000 Stuttgart | DEVICE FOR INJECTING FUEL IN THE COMBUSTION ROOM OF INTERNAL COMBUSTION ENGINES |
| DE3502113A1 (en) * | 1985-01-23 | 1986-07-24 | Robert Bosch Gmbh, 7000 Stuttgart | FUEL INJECTION NOZZLE FOR INTERNAL COMBUSTION ENGINES |
| DE3836413A1 (en) * | 1988-10-26 | 1990-05-03 | Bosch Gmbh Robert | FUEL INJECTION NOZZLE FOR INTERNAL COMBUSTION ENGINES |
| DE9204083U1 (en) | 1992-03-26 | 1993-07-22 | Robert Bosch Gmbh, 70469 Stuttgart, De |
-
1994
- 1994-12-09 DE DE4443861A patent/DE4443861A1/en not_active Ceased
-
1995
- 1995-09-26 EP EP95115125A patent/EP0716226B1/en not_active Expired - Lifetime
- 1995-09-26 DE DE59510294T patent/DE59510294D1/en not_active Expired - Fee Related
- 1995-11-28 CZ CZ19953149A patent/CZ286965B6/en not_active IP Right Cessation
- 1995-12-05 JP JP7316824A patent/JPH08218979A/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| CZ314995A3 (en) | 1996-06-12 |
| CZ286965B6 (en) | 2000-08-16 |
| DE4443861A1 (en) | 1996-06-13 |
| EP0716226A3 (en) | 1997-09-17 |
| JPH08218979A (en) | 1996-08-27 |
| DE59510294D1 (en) | 2002-08-29 |
| EP0716226A2 (en) | 1996-06-12 |
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