EP0716226B1 - Soupape d'injection de combustible pour moteurs à combustion interne - Google Patents

Soupape d'injection de combustible pour moteurs à combustion interne Download PDF

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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
Application number
EP95115125A
Other languages
German (de)
English (en)
Other versions
EP0716226A2 (fr
EP0716226A3 (fr
Inventor
Karl Dipl.-Ing. Hofmann (Fh)
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0716226A2 publication Critical patent/EP0716226A2/fr
Publication of EP0716226A3 publication Critical patent/EP0716226A3/fr
Application granted granted Critical
Publication of EP0716226B1 publication Critical patent/EP0716226B1/fr
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
    • 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.

Landscapes

  • 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)

Claims (9)

  1. Injecteur de carburant pour des moteurs de combustion interne comprenant un corps d'injecteur (1) muni d'un perçage de guidage recevant en coulissement un organe de soupape axial et un écrou (5) pour serrer le corps (1) de l'injecteur contre un support d'injecteur, l'écrou ayant un prolongement (17) en forme de manchon qui entoure le corps (1) de l'injecteur et une bride annulaire (30) tournée vers l'intérieur, venant sous la surface frontale (27) du corps (1) de l'injecteur du côté de la chambre de combustion, cette bride annulaire ayant un orifice traversant (33), central dans la zone du chevauchement axial d'une zone plane entourant le point de sortie de carburant de la surface frontale (27) du corps (1) du côté de la chambre de combustion,
    le corps (1) ayant au niveau de son extrémité du côté de la chambre de combustion, au moins une transition conique (29) vers la surface frontale (27) plane comportant le point de sortie de carburant, et la bride annulaire (30) présentant également une partie (31) de forme conique,
    caractérisé en ce qu'
    au moins la transition conique (29) vient en appui contre la partie conique (31) de la bride annulaire (30), en fermant le volume compris entre le corps (1) et l'écrou de serrage (5),
    l'angle d'inclinaison (α) de la transition conique (29) par rapport à l'axe du corps (1) de l'injecteur étant inférieur à l'angle d'inclinaison (β) de la partie conique (31) de la bride annulaire (30) par rapport à l'axe du corps d'injecteur (1).
  2. Injecteur de carburant selon la revendication 1
    caractérisé en ce que
    l'angle d'inclinaison (α) de la transition conique (29) formant une surface d'étanchéité, du corps (1) de l'injecteur, correspond par rapport à l'axe du corps (1) à un angle d'environ 45°-60°,
    l'angle d'inclinaison (β) de la partie conique (31) qui forme une surface de siège de la bride annulaire (30) de l'écrou de serrage (5) par rapport à l'axe du corps (1) est supérieur d'environ 2,5° à 5° par rapport à l'angle d'inclinaison (α).
  3. Injecteur de carburant selon la revendication 2,
    caractérisé en ce qu'
    un premier diamètre (D) de la zone plane de la surface frontale (27) du corps d'injecteur (1) est plus grand qu'un second diamètre (d) de l'orifice de passage (33) de l'écrou de serrage (5), et
    une arête du corps (1) entre la transition conique (29) et la zone plane de la surface frontale (27) fonctionne comme une arête d'étanchéité (37) s'appliquant contre la surface de siège (31) de l'écrou de serrage (5).
  4. Injecteur de carburant selon la revendication 2,
    caractérisé en ce qu'
    un premier diamètre (D) de la zone plane de la zone frontale (27) du corps (1) de l'injecteur est égal un second diamètre (d) de l'orifice de passage (33) de l'écrou de serrage (5), et
    les transitions de section au niveau du premier, du second diamètre (D, d) forment chaque fois une arête d'étanchéité (37).
  5. Injecteur de carburant selon la revendication 2,
    caractérisé en ce qu'
    un premier diamètre (D) de la zone plane de la surface frontale (27) du corps (1) de l'injecteur est inférieur à un second diamètre (d) de l'orifice (33) de l'écrou de serrage (5), et
    l'extrémité radiale intérieure de la surface formant siège (31) au niveau du second diamètre (d) forme une arête d'étanchéité (37) coopérant avec la surface d'étanchéité (29) du corps d'injecteur (1).
  6. Injecteur de carburant selon les revendications 2 ou 5,
    caractérisé par
    deux transitions coniques (29), jointives et d'angles d'inclinaison différentes sont réalisées sur le corps d'injecteur (1) et à ces transitions sont associées deux zones formant surface de siège conique (31) de l'écrou de serrage (5).
  7. Injecteur de carburant selon la revendication 1,
    caractérisé en ce qu'
    au niveau de la transition entre la partie de forme cylindrique du corps d'injecteur (1) et la transition conique (29) on a un intervalle (39) entre la paroi de l'écrou de serrage (5) et le corps d'injecteur (1).
  8. Injecteur de carburant selon le préambule de la revendication 1,
    caractérisé en ce qu'
    un écran de protection thermique (41) en forme de coupelle est prévu entre la transition conique (29) formant une surface d'étanchéité du corps d'injecteur (1) et une surface formant siège réalisée sur la partie conique (31) de l'écrou de serrage (5), surface qui s'applique à l'état monté de l'injecteur, complètement contre la surface d'étanchéité (29) et la surface formant siège (31), et qui comporte une arête annulaire adjacente à son perçage central (43) qui délimite vis-à-vis de l'intérieur de l'écrou de serrage (5), le volume défini par l'orifice de passage (33) de l'écrou de serrage (5).
  9. Injecteur de carburant selon la revendication 1,
    caractérisé en ce que
    l'intervalle (s) qui subsiste entre la zone plane de la surface frontale (27) du corps d'injecteur (1) et la surface frontale (35) du côté de la chambre de combustion, de l'écrou de serrage (5), présente environ une hauteur de 0,5 mm à 0,9 mm dans la zone de l'orifice de passage (33).
EP95115125A 1994-12-09 1995-09-26 Soupape d'injection de combustible pour moteurs à combustion interne Expired - Lifetime EP0716226B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4443861A DE4443861A1 (de) 1994-12-09 1994-12-09 Kraftstoffeinspritzventil für Brennkraftmaschinen
DE4443861 1994-12-09

Publications (3)

Publication Number Publication Date
EP0716226A2 EP0716226A2 (fr) 1996-06-12
EP0716226A3 EP0716226A3 (fr) 1997-09-17
EP0716226B1 true EP0716226B1 (fr) 2002-07-24

Family

ID=6535370

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95115125A Expired - Lifetime EP0716226B1 (fr) 1994-12-09 1995-09-26 Soupape d'injection de combustible pour moteurs à combustion interne

Country Status (4)

Country Link
EP (1) EP0716226B1 (fr)
JP (1) JPH08218979A (fr)
CZ (1) CZ286965B6 (fr)
DE (2) DE4443861A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10108466A1 (de) * 2001-02-22 2002-09-05 Bosch Gmbh Robert Ausgleichselement für ein Brennstoffeinspritzventil
DE10149514A1 (de) * 2001-10-08 2003-04-24 Bosch Gmbh Robert Kraftstoffinjektor mit Kompensationselement für Kraftstoffeinspritzsysteme
DE102004060983B4 (de) * 2004-12-17 2017-02-02 Robert Bosch Gmbh Brennstoffeinspritzventil
CN102937063B (zh) * 2012-10-31 2015-04-29 中国北方发动机研究所(天津) 一种喷油器压紧螺帽及其固定方法
AT517054B1 (de) * 2015-04-14 2017-02-15 Ge Jenbacher Gmbh & Co Og Anordnung aus einem Zylinderkopf und einem Kraftstoffinjektor

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3335298A1 (de) * 1983-09-29 1985-04-18 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zum einspritzen von kraftstoff in brennraeume von brennkraftmaschinen
DE3502113A1 (de) * 1985-01-23 1986-07-24 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoff-einspritzduese fuer brennkraftmaschinen
DE3836413A1 (de) * 1988-10-26 1990-05-03 Bosch Gmbh Robert Kraftstoff-einspritzduese fuer brennkraftmaschinen
DE9204083U1 (de) * 1992-03-26 1993-07-22 Robert Bosch Gmbh, 70469 Stuttgart Kraftstoffeinspritzdüse für Brennkraftmaschinen

Also Published As

Publication number Publication date
EP0716226A2 (fr) 1996-06-12
DE4443861A1 (de) 1996-06-13
CZ286965B6 (en) 2000-08-16
DE59510294D1 (de) 2002-08-29
EP0716226A3 (fr) 1997-09-17
JPH08218979A (ja) 1996-08-27
CZ314995A3 (en) 1996-06-12

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