EP1041274B1 - Brennstoffeinspritzventil für dieselmotoren - Google Patents

Brennstoffeinspritzventil für dieselmotoren Download PDF

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Publication number
EP1041274B1
EP1041274B1 EP98947804A EP98947804A EP1041274B1 EP 1041274 B1 EP1041274 B1 EP 1041274B1 EP 98947804 A EP98947804 A EP 98947804A EP 98947804 A EP98947804 A EP 98947804A EP 1041274 B1 EP1041274 B1 EP 1041274B1
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EP
European Patent Office
Prior art keywords
nozzle
needle valve
fuel
serration
valve
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
EP98947804A
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English (en)
French (fr)
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EP1041274A1 (de
EP1041274A4 (de
Inventor
Jun Arimoto
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Arimoto Jun
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Individual
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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
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • 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
    • F02M61/10—Other injectors with elongated valve bodies, i.e. of needle-valve type
    • F02M61/12—Other injectors with elongated valve bodies, i.e. of needle-valve type characterised by the provision of guiding or centring means for valve bodies
    • 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
    • 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
    • F02M61/162—Means to impart a whirling motion to fuel upstream or near discharging orifices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/29—Fuel-injection apparatus having rotating means

Definitions

  • the present invention relates to a fuel injection nozzle of a diesel engine.
  • a fuel injection nozzle of a diesel engine is generally constructed so that a needle valve is inserted, so as to be lifted freely in the axial direction, to a nozzle body having a plurality of nozzle holes.
  • the needle valve is lifted by the fuel pressure so that the fuel passes through a gap formed between the surrounding wall of the needle valve and the inner wall of the nozzle body, to be injected through the plurality of nozzle holes into a combustion chamber (piston cavity).
  • the opening area of each nozzle hole is fixed. Therefore, during a high-load state where the fuel pressure is high, sufficiently high spray penetration can be attained. However, during a low-load state where the fuel pressure is low, since the spray penetration is reduced, the fuel will not be sufficiently atomized. Therefore, the fuel will be combusted before being sufficiently mixed with air. This causes longer ignition delay, increases combustion noise, and deteriorates exhaust emissions performance (especially smoke).
  • a rotary valve in which a fuel passage is formed, so that by the rotation of rotary valve, the throttling between the nozzle holes of the nozzle body changes.
  • the rotary valve is made to rotate by means of a servo motor and the like as disclosed in DE 19757724 A1 , so that, during the low-load state, the nozzle hole area is throttled, and spray penetration of the fuel is increased.
  • the present invention aims at solving the above-mentioned problems of the conventional fuel injection nozzle.
  • the object of the invention is to realize good combustion performance and good exhaust emissions performance by mixing rapidly and sufficiently the atomized fuel with the air within the combustion chamber, in the whole range of load from the low-load region to the high-load region, especially, to contribute greatly to improve the performance during the idle state or the low-load region of the engine.
  • the further object of the present invention is to realize performance mentioned above by a fuel injection nozzle having a simple structure without increasing the size of the injector body, only by forming an automatic and mechanical rotary structure driven by the fuel pressure without mounting a separate driving device such as a pulse motor.
  • the still further object of the present invention is to promote reduction of height of the piston cavity, to thereby reduce the engine height as a whole by effectively utilizing the spray penetration and the squish to mix the fuel with the air.
  • the present invention provides a fuel injection nozzle of a diesel engine, in which a needle valve inserted within a nozzle body is lifted in the axial direction by fuel pressure when fuel is introduced through a fuel inlet passage formed in the nozzle body and a nozzle holder, and the fuel passes through a gap formed between the needle valve and the nozzle body, so as to be injected into a combustion chamber through nozzle holes formed to the nozzle body, the fuel injection nozzle being characterized in that:
  • the needle valve inserted within the nozzle body is lifted in the axial direction by the fuel pressure, when fuel is introduced through the fuel inlet passage formed within the nozzle holder and the nozzle body. Due to the engagement of the first serration and the second serration, the needle valve axially rotates in one direction. Simultaneously, due to the engagement of the third serration and the fourth serration, the rotary valve the lifting amount of which is limited by the fuel pressure axially rotates relative to the needle valve in the same rotating direction as the needle valve.
  • the rotary valve axially rotates by the total amount obtained by adding the rotation amount caused by the engagement of the first serration and second serration, and the rotation amount caused by the engagement of the third serration and fourth serration. Further, the rotation amount of the rotary valve is small in the low-load region where the fuel injection quantity is low, since fuel pressure is low and the lifting amount of the needle valve is also small. On the other hand, the rotation amount of the rotary valve increases, as the fuel pressure increases and the lifting amount of the needle valve increases with the increase of the load.
  • the fuel After passing through the gap between the needle valve and the nozzle body, the fuel travels through the gap between the third serration and the fourth serration, and reaches the interior of the rotary valve. Then, the fuel is injected into the combustion chamber through the overlapped area of the second nozzle holes formed to the rotary valve and the first nozzle holes formed to the nozzle body.
  • the spray penetration of the fuel increases so that the atomization of fuel is promoted, and the amount of air with which the atomized fuel contacts is increased. Therefore, the fuel may rapidly and sufficiently mix with air. Thereby, it is possible to minimize the ignition delay, to obtain good the combustion performance and to improve the quietness and the exhaust emission (especially smoke) performance.
  • the overlapped area of the nozzle holes increases continuously. Therefore, the fuel injection zone is enlarged while the spray penetration of the fuel is maintained, and the fuel contacts and mixes with air of the amount corresponding to the fuel injection quantity. Accordingly, the best fuel atomization is obtained throughout the whole region with fuel and air mixed well, which brings good combustion performance and improved exhaust emissions performance.
  • the above-mentioned improvement of the performances can be realized by a fuel injector having a simple structure without increasing the size of the valve body, only by forming an automatic and mechanical rotary structure driven by the fuel pressure without mounting a separate driving device such as pulse motor.
  • the rotary valve may be made to rotate by a large rotation amount obtained by adding the rotation amount caused by the engagement of the first and second serrations, and the rotation amount caused by the engagement of the third and fourth serrations. Accordingly, the dynamic range of the overlapped area of the nozzle holes may be made to be sufficiently large, to obtain the optimum overlapped area depending on the load.
  • each of the second nozzle holes may open in a shape of elongated ellipse in the rotating direction of the rotary valve, and each of the first nozzle holes may open in a round shape having a larger diameter than the narrower width of the second nozzle holes.
  • the sprayed fuel through the first nozzle holes diffuses in flat in the circumferential direction, to collide efficiently with the squish generated within the combustion chamber during the compression stroke, so that the fuel may be effectively mixed with the air. This enables to improve the combustion performance, the quietness and the exhaust emissions performance.
  • the fuel since the amount of fuel atomized to diffuse toward the circumferential direction increases corresponding to the increase of fuel injection quantity, the fuel may be made to contact well with squished air of the amount corresponding to the fuel injection quantity, so that a good mixture condition can be obtained throughout the whole operating region.
  • the present invention is the system for mainly utilizing the strong spray penetration and the squish to enhance the mixing of fuel and air. Therefore, the height of the cavity may be reduced, and also, the piston height and the engine height may also be reduced.
  • the first serration may be formed to the inner peripheral surface of a guide ring that is prohibited the axial rotation to be fit to a groove formed on the opening edge of the nozzle body.
  • the guide ring with the first serration formed to the inner peripheral surface thereof which may be manufactured at low cost, is simply fit to the groove formed by a simple working on the opening edge of the nozzle body, so that the fuel injection nozzle according to the invention having such simple structure may be formed at low cost, and the required level of working accuracy may also be achieved easily.
  • the construction may be such that the first serration is formed to the inner peripheral surface of a guide ring that is fit to a groove formed on the opening edge of the nozzle body and rotates freely in a predetermined angle in the axial direction;
  • the rotary force acting on the needle valve in the rotating direction when the needle valve is lifted in the axial direction increases in response to the increase of fuel pressure received by the slits formed to the peripheral wall of the needle valve, so that the guide ring rotates in the same direction as the rotating direction of the needle valve against the bias force of the guide ring spring, to allow the needle valve to rotate integrally in the same direction with the guide ring.
  • the rotation amount may be ensured greatly in proportion to the fuel pressure.
  • the guide ring, the needle valve and the rotary valve can securely rotate and be maintained at closed-valve position by the operation of the guide ring spring, when the fuel injection nozzle is closed where the fuel pressure is low.
  • cone-tapered surfaces may be each formed to the needle valve in the area closer to the base end portion than the third serration portion, and to the inner peripheral surface of the nozzle body in the area closer to the base end portion than the rotary valve, wherein the cone-tapered surfaces contact each other when the needle valve is not lifted.
  • the cone-tapered surfaces formed to the needle valve and the nozzle body contact with each other, thereby preventing the fuel from being communicated to the nozzle holes, to completely shut off the valve.
  • FIG. 1 valve closed
  • FIG. 2 valve opened showing a structure of the tip portion of a fuel injection nozzle of diesel engine according to the present invention
  • a nozzle body 1 is turned in the axial direction to be engaged with a nozzle holder (not shown in the figures), and the nozzle body is firmly connected to the nozzle holder by means of a bolt and a nut disposed to the exterior.
  • a fuel inlet passage 11 communicated to a fuel passage formed to the interior of the nozzle holder is formed to the interior of the nozzle body 1, the downstream end of which reaches a fuel pool 12 formed to the inner peripheral surface in the middle area of the nozzle body 1. Further, a plurality of nozzle holes (first nozzle holes) 13 are formed on the tip portion of the nozzle body 1 with intervals in the peripheral direction.
  • a groove 14 is formed on the opening edge on the top end portion side of the nozzle body 1 that is formed in a manner similar to the prior art. Further, a guide ring 15 which includes a first serration 15a formed on the inner peripheral surface of the ring 15 and inclining against the axial direction, is prohibited the axial rotation to be fit to the groove 14 by turning, as shown in the figures.
  • a needle valve 2 is inserted and fixed to the interior of the nozzle body 1.
  • a second serration 21 is formed to the outer peripheral surface at the top end portion of the needle valve 2. The second serration 21 is engaged with the first serration 15a of the guide ring 15, and allows the needle valve 2 to axially rotate corresponding to the movement of the needle valve 2 in the axial direction.
  • the tip portion of the needle valve 2 on the nozzle hole side is formed to have a gap between the inner surface on the nozzle hole side of the tip portion of the nozzle body 1.
  • a bag-shaped rotary valve 3, which fits to the tip portion of the needle valve 2, is disposed in the gap.
  • a third serration 22 and a fourth serration 31 are formed to the outer peripheral surface at the tip portion of the needle valve 2 and to the inner peripheral surface of the rotary valve 3, respectively, which are engaged with each other with a gap therebetween and incline in the opposite direction to the first serration 15a and the second serration 21 with respect to the axial direction.
  • the gap between the third serration 22 and the fourth serration 31 is formed only in the area between the peak of the protrusion and the trough of the groove along the longitudinal direction of the serration, so that fuel may pass through the gap. Since hardly any gap is formed in the circumferential direction of the valve, the valve is prevented from rattling during rotation.
  • a plurality of nozzle holes 32 are formed to the rotary valve 3, in the area closer to the nozzle holes 13 than the fourth serration 31, of which area overlapping the plurality of nozzle holes 13 (first nozzle holes) formed to the nozzle body 1 increases depending on the rotation amount of the rotary valve 3 which increases, as the lifting amount of the needle valve 2 in the axial direction increases.
  • Each of the nozzle holes 32 (second nozzle holes) formed to the rotary valve 3 opens in the shape of an elongated ellipse (with both ends formed in a round shape), in the rotating direction of the rotary valve 3.
  • Each of the nozzle holes 13 (first nozzle holes) of the nozzle body 1 opens in a round shape, having a larger diameter than the narrow side width of the nozzle holes 32 (second nozzle holes).
  • cone-tapered surfaces 23, 16 are each formed to the needle valve 2 in the area closer to the base end portion than the third serration 22, and to the inner peripheral surface of the nozzle body 1 in the area closer to the base end portion than the area disposing the rotary valve 3 therein, respectively.
  • the two surfaces 23, 16 contact each other when the needle valve is not lifted.
  • a return spring biases the needle valve 2 toward the nozzle hole side.
  • the cone-tapered surface 23 of the needle valve 2 and the cone-tapered surface 16 of the nozzle body 1 will be pressurized to contact each other, and the communication between the fuel inlet passage 11 and the nozzle hole side is completely shut off.
  • the rotary valve 3 is set in a rotating position so that the nozzle holes 13 (first nozzle holes) and the nozzle holes 32 (second nozzle holes) are not overlapped at all.
  • This structure of the valve enables to maintain a reliably closed state, preventing problems such as subsequent dripping and the like.
  • the needle valve 2 When the needle valve 2 is lifted, the needle valve 2 axially rotates in one direction, since the first serration 15a and the second serration 21 are engaged with each other. Further, the rotary valve 3, the lifting of which is limited by the fuel pressure (as explained in detail later) axially rotates relative to the needle valve 2 in the same direction as the rotating direction of the needle valve 2, due to the engagement of the third serration 22 and the forth serration 31. In other words, the rotary valve axially rotates by the total amount of rotation obtained by adding the rotation amount caused by the engagement of the first serration and second serration, and that caused by the engagement of the third serration and fourth serration.
  • the nozzle holes 32 and the nozzle holes 13 overlap.
  • the overlapped area increases as the lifting amount of the needle valve 2 increases, due to the increase of fuel pressure. In other words, during the idle state or in the low-load region where the fuel pressure is low, the overlapped area is controlled to be small. As the fuel pressure increases with the increase of load, the overlapped area is controlled to increase as well.
  • the cone-tapered surfaces 23, 16 separate from each other, and the fuel is introduced through the gap formed between the needle valve 2 and the nozzle body 1 to the nozzle hole side.
  • the fuel further passes through the gap formed between the third serration 22 and the fourth serration 31, and reaches the inner space of the rotary valve 3, where it is sprayed through the overlapped portion of the nozzle holes 32 and the nozzle holes 13 into a combustion chamber.
  • each of the inner nozzle holes 32 opens in a shape of elongated ellipse in the rotating direction of the rotary valve 3, and each of the outer nozzle holes 13 opens in a round shape having a larger diameter than the narrower width of the nozzle holes 32. This enables the sprayed fuel to diffuse in flat in the circumferential direction. Therefore, the fuel efficiently collides with the squish generated within the combustion chamber during the compression stroke, so that the fuel may be effectively mixed with air.
  • FIG. 3 (C) shows the state where the overlap between the nozzle holes is approximately 50 %
  • FIG. 3 (D) shows the full-load state where the nozzle holes are 100 % overlapped.
  • the present embodiment is the system for mainly utilizing squish to enhance the mixing of fuel and air and to extend the fuel spray travel. Therefore, by applying an intake port which ensures intake air quantity to the utmost without considering the induction swirl, the cavity may be designed to be shallower, and also, the piston height or the engine height can be reduced. Further, by maintaining even more air within the combustion chamber, the fuel injection quantity can be increased and the specific power can be increased.
  • FIG. 4 the same reference numbers are denoted to the same components as those of FIG. 1 .
  • a groove 41 for engaging the guide ring 15 is formed on the opening edge on the top end portion side of the nozzle body 1 to have an area, with which a protrusion 15b of the guide ring 15 is engaged, larger in the circumferential direction than the width of the protrusion 15b of the guide ring 15 in the circumferential direction, so that the guide ring 15 axially rotates in a predetermined angle.
  • the groove 41 further has a large depth in the axial direction so as to accommodate a guide ring spring 16, to be explained later.
  • a guide ring spring 42 comprising a torsion coil spring is mounted within the groove 41 below the guide ring 15.
  • the spring 42 has one end engaged with the guide ring 15 and the other end positioned and fit within the groove 41, so as to bias the guide ring 15 to a direction (clockwise in the upper view) opposite to the rotating direction of the needle valve 2 when the valve 2 is lifted in the axial direction.
  • a plurality of slits 43 are formed with even intervals in the circumferential direction of the side wall of the needle valve 2.
  • the cross-sectional shape of each of the slits 43 is formed in a windmill-shape, with each slit formed to increase in depth toward the rotating direction of the needle valve 2 when the valve 2 is lifted in the axial direction.
  • the windmill-shape slits 43 operate rotary force to the needle valve 2 in the rotating direction (counterclockwise in the upper view), by the pressure of the fuel received through the fuel pool 12.
  • the other structures of the valve are the same as those of embodiment 1.
  • the rotation amount may be ensured greatly in proportion to the fuel pressure.
  • the guide ring 15, the needle valve 2 and the rotary valve 3 can securely rotates and be maintained at the closed valve position by the operation of the guide ring spring 42, when the fuel injection nozzle is closed where the fuel pressure is low.
  • FIG. 5 shows a modification of the second embodiment.
  • a groove 51 for engaging the guide ring 15 is formed on the opening edge of the nozzle body 1, to have an area, with which the protrusion 15b of the guide ring 15 is engaged, larger in the circumferential direction than the width of the protrusion 15b of the guide ring 15 in the circumferential direction, so that the guide ring 15 axially rotates in a predetermined angle.
  • a guide ring spring 52 which biases the guide ring 15 to a direction opposite to the rotating direction of the needle valve 2 when the valve 2 is lifted, is mounted to the area to which the protrusion 15b of the guide ring 15 is fit.
  • the guide ring spring 52 may be formed of a plate spring and the like.
  • the present invention may be applied to a fuel injection nozzle of a direct-injection-type diesel engine of a vehicle and the like.
  • the present invention may be applied to a fuel injector equipped to a pipeline fuel injection device or a common-rail fuel injection device or a unit type fuel injector.

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

Claims (5)

  1. Brennstoffeinspritzdüse eines Dieselmotors, bei welcher ein Nadelventil (2), das innerhalb eines Düsenkörpers (1) eingesetzt ist, in der axialen Richtung durch Brennstoffdruck angehoben wird, wenn Brennstoff durch einen Brennstoffeinlassdurchgang (11), der in dem Düsenkörper und einer Düsenhaltevorrichtung gebildet ist, eingeführt wird, und wobei der Brennstoff durch eine Lücke gelangt, die zwischen dem Nadelventil und dem Düsenkörper (1) gebildet wird, um so in eine Verbrennungskammer durch Düsenlöcher (13), die am Düsenkörper (1) gebildet sind, injiziert zu werden,
    wobei ein Spitzenbereich an der Düsenlochseite des Nadelventils (2) so gebildet ist, um eine Lücke zwischen der inneren Oberfläche des Spitzenbereichs an der Düsenlochseite des Düsenkörpers (1) aufzuweisen, um in der Lücke ein beutelförmiges Drehventil (3) zum Anpassen an den Spitzenbereich des Nadelventils (2) anzuordnen,
    eine Vielzahl an zweiten Düsenlöchern (32) gebildet ist, deren Fläche, die mit einer Vielzahl an ersten Düsenlöchern (13), die am Düsenkörper (1) gebildet sind, überlappt, abhängig vom Umfang der Drehung des Drehventils (3) zunimmt, wobei die Brennstoffinjektionsdüse dadurch gekennzeichnet ist, dass:
    eine erste Kerbung (15a) an dem Öffnungsrand an der Endfläche des Düsenkörpers (1) in Eingriff mit dem Düsenhalter gebildet ist, wobei die Kerbung gegen die axiale Richtung geneigt ist;
    eine zweite Kerbung (21) an der äußeren peripheren Oberfläche an dem oberen Endbereich des Nadelventils (2) gebildet ist, welche mit der ersten Kerbung (22) in Eingriff ist und es dem Nadelventil (2) erlaubt, sich axial, korrespondierend zur Bewegung des Nadelventils (2) in der axialen Richtung, zu drehen;
    eine dritte Kerbung (22) und eine vierte Kerbung (31) auf der äußeren peripheren Oberfläche an dem Spitzenbereich des Nadelventils (2) bzw. an der inneren peripheren Oberfläche des Drehventils (3) gebildet sind, welche miteinander mit einer Lücke zwischen diesen in Eingriff sind und sich in die entgegengesetzte Richtung zu den ersten (15a) und zweiten (21) Kerbungen in Bezug auf die axiale Richtung neigen,
    wobei der Umfang der Drehung des Drehventils (3) zunimmt, wenn der Umfang der Anhebung des Nadelventils (2) in der axialen Richtung zunimmt.
  2. Brennstoffeinspritzdüse eines Dieselmotors nach Anspruch 1, wobei jedes der zweiten Düsenlöcher (32) sich in einer Form einer gestreckten Ellipse in der Drehrichtung des Drehventils (3) öffnen kann, und jedes der ersten Düsenlöcher (13) sich in einer runden Form mit einem größeren Durchmesser als die schmalere Breite der zweiten Düsenlöcher (32) öffnen kann.
  3. Brennstoffeinspritzdüse eines Dieselmotors nach Anspruch 1 oder 2, wobei die erste Kerbung (15a) an der inneren peripheren Oberfläche eines Führungsrings gebildet sein kann, der die axiale Drehung unterbindet, um sich an eine Rille (41) anzupassen, die an dem Öffnungsrand des Düsenkörpers (1) gebildet ist.
  4. Brennstoffeinspritzdüse eines Dieselmotors nach Anspruch 1 oder 2, wobei die erste Kerbung (15a) an der inneren peripheren Oberfläche eines Führungsrings (15) gebildet ist, der angepasst ist an eine Rille (41), die an dem Öffnungsrand des Düsenkörpers (1) gebildet ist, und sich frei in einem vorgegebenen Winkel in der axialen Richtung dreht;
    eine Führungsringfeder (42) zum Vorspannen des Führungsrings (15) in eine Richtung entgegengesetzt zur Drehrichtung des Nadelventils (2) angeordnet ist, wenn das Nadelventil (2) in der axialen Richtung angehoben wird; und
    ein oder mehrere Schlitze (43) an der peripheren Wand des Nadelventils (2) gebildet ist bzw. sind, welche in der Tiefe in Richtung auf die Drehrichtung des Nadelventils zunehmen, wenn das Nadelventil (2) in der axialen Richtung angehoben wird, und eine Drehkraft zum Nadelventil (2) in besagter Drehrichtung durch den aufgenommenen Brennstoffdruck betreiben.
  5. Brennstoffeinspritzdüse eines Dieselmotors nach einem der Ansprüche 1 bis 4, wobei konisch zulaufende Oberflächen (16, 23) jeweils am Nadelventil (2) im Bereich näher an dem Basisendbereich als der dritte Kerbungsbereich (22), und an der inneren peripheren Oberfläche des Düsenkörpers (1) im Bereich näher am Basisendbereich als am Drehventilmontagebereich gebildet sind, wobei die konisch zulaufenden Oberflächen sich miteinander berühren, wenn das Nadelventil (2) nicht angehoben ist.
EP98947804A 1998-10-09 1998-10-09 Brennstoffeinspritzventil für dieselmotoren Expired - Lifetime EP1041274B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP1998/004566 WO2000022295A1 (fr) 1998-10-09 1998-10-09 Valve d'injection de carburant pour moteur diesel

Publications (3)

Publication Number Publication Date
EP1041274A1 EP1041274A1 (de) 2000-10-04
EP1041274A4 EP1041274A4 (de) 2009-05-27
EP1041274B1 true EP1041274B1 (de) 2010-09-08

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EP98947804A Expired - Lifetime EP1041274B1 (de) 1998-10-09 1998-10-09 Brennstoffeinspritzventil für dieselmotoren

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EP (1) EP1041274B1 (de)
JP (1) JP4223193B2 (de)
DE (1) DE69841890D1 (de)
WO (1) WO2000022295A1 (de)

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WO2000022295A1 (fr) 2000-04-20
EP1041274A1 (de) 2000-10-04
DE69841890D1 (de) 2010-10-21
EP1041274A4 (de) 2009-05-27

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