EP1546546A1 - Soupape d'injection de carburant pour moteur a combustion interne - Google Patents

Soupape d'injection de carburant pour moteur a combustion interne

Info

Publication number
EP1546546A1
EP1546546A1 EP03722284A EP03722284A EP1546546A1 EP 1546546 A1 EP1546546 A1 EP 1546546A1 EP 03722284 A EP03722284 A EP 03722284A EP 03722284 A EP03722284 A EP 03722284A EP 1546546 A1 EP1546546 A1 EP 1546546A1
Authority
EP
European Patent Office
Prior art keywords
valve
valve needle
conical surface
fuel injection
annular groove
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.)
Withdrawn
Application number
EP03722284A
Other languages
German (de)
English (en)
Inventor
Markus Ohnmacht
Patrick Mattes
Uwe Finke
Werner Teschner
Wilhelm Christ
Ingolf Kahleyss
Guenger Yurtseven
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 EP1546546A1 publication Critical patent/EP1546546A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F02M61/1873—Valve seats or member ends having circumferential grooves or ridges, e.g. toroidal
    • 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
    • F02M61/042—The valves being provided with fuel passages
    • 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
    • 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
    • F02M61/168—Assembling; Disassembling; Manufacturing; Adjusting

Definitions

  • the invention is based on a fuel injection valve as it corresponds to the preamble of claim 1.
  • a fuel injection valve is known from WO 96/19661, which has a valve body with a bore formed therein.
  • a conical valve seat is formed at the end of the bore on the combustion chamber side, and there is at least one injection opening through which the valve seat is connected to the combustion chamber of the internal combustion engine.
  • a piston-shaped valve needle is arranged in the bore so as to be longitudinally displaceable, which cooperates with the valve seat to control the at least one injection opening in such a way that when the valve needle rests on the valve seat, the injection openings are closed, while when the valve needle is lifted from the valve seat, fuel is injected from a pressure chamber into the injection openings can flow.
  • the combustion-gray end of the valve needle has two conical surfaces, the first conical surface having an opening angle that is smaller than the opening angle of the valve seat. Downstream of the first conical surface, a second conical surface is formed on the valve needle, which has an opening angle that is greater than the opening angle of the valve seat. In addition, an annular groove is formed between the two conical surfaces, the edge of which, upstream of the fuel flow to the injection openings and which adjoins the first conical surface, serves as a sealing edge when the valve needle rests on the valve seat.
  • the known fuel injection valve has the disadvantage that the opening pressure, ie the fuel pressure at which the valve needle experiences a sufficiently large hydraulic force to lift off the valve seat against a closing force, changes with the service life of the fuel injection valve.
  • the sealing edge is hammered somewhat into the valve seat, so that the downstream edge of the annular groove is also closer to the valve seat and, finally, even rests on the valve seat in the valve needle in the closed position.
  • fuel flows into the ring groove as soon as the sealing edge has lifted off the valve seat, but can only flow from there throttled past the downstream edge of the ring groove to the injection openings.
  • the fuel can only flow into the injection openings almost unthrottled when the valve needle is fully lifted. This additional opening force lowers the opening pressure and changes the opening dynamics of the valve needle. This makes it difficult to continue to precisely injection the quantity and timing, which is essential in modern, high-speed internal combustion engines.
  • a fuel injection valve is known in which the valve needle has a conical valve seal. surface at its combustion chamber end.
  • An annular groove is formed in the conical valve sealing surface, from which a transverse bore and a longitudinal bore intersect, so that the annular groove is connected to the end face of the valve needle on the combustion chamber side.
  • this fuel injection valve however, only a single sealing surface of the valve needle is provided, which rests with its entire surface on the valve seat, so that a corresponding problem with varying opening pressure cannot occur there.
  • the fuel injection valve according to the invention with the characterizing features of claim 1 has the advantage over the prior art that the opening dynamics of the fuel injection valve remain constant over the entire service life.
  • the annular groove is connected to the outer surface of the valve needle downstream of the annular groove by a channel running in the valve needle, so that a pressure building up in the annular groove is dissipated via this channel. As a result, the opening dynamics of the injection valve always remain the same.
  • the channel runs at an oblique angle to the longitudinal axis of the valve needle and the second conical surface opens out.
  • Such a channel is easy to manufacture and several such channels can be easily distributed over the circumference of the valve needle.
  • the channel is defined by a transverse bore and a longitudinal bore intersecting it. tion formed, wherein the longitudinal bore opens into the end face of the valve needle.
  • a fuel injection valve according to the invention is shown in the drawing. It shows
  • FIG. 1 shows a fuel injection valve in longitudinal section
  • FIG. 2 shows an enlargement of the section from FIG. 1 designated II in the region of the valve seat, the left and right sides representing two different configurations of the valve seat,
  • FIG. 3 shows another embodiment of the end of the valve needle and the valve seat on the combustion chamber side
  • Figure 4 shows another embodiment of a valve needle according to the invention.
  • 5a and 5b show further exemplary embodiments of valve needles according to the invention.
  • a fuel injection valve according to the invention is shown in longitudinal section.
  • a bore 3 is formed in a valve body 1 and is delimited at its combustion chamber end by a conical valve seat 9. At least one injection opening 11 extends from the valve seat 9 and mouths in the installed position of the fuel injection valve in the combustion chamber of the internal combustion engine.
  • a piston-shaped valve needle 5 is arranged so as to be longitudinally displaceable, which is guided with a guide section 15 in a section of the bore 3 facing away from the combustion chamber and has a longitudinal axis 7.
  • the valve needle 5 tapers, starting from the guide section 15, towards the combustion chamber to form a pressure shoulder 13 and merges at its end on the combustion chamber side into a valve sealing surface 12 which interacts with the valve seat 19 for controlling the at least one injection opening 11.
  • a pressure chamber 19 is formed, which is expanded radially at the height of the pressure shoulder 13.
  • an inlet channel 25 runs in the valve body 1, via which the pressure chamber 19 can be filled with fuel under high pressure.
  • a high fuel pressure is constantly present in the pressure chamber 19.
  • the fuel pressure in the pressure chamber 19 results in a hydraulic force on the valve needle 5 by acting on the pressure shoulder 13 and parts of the valve sealing surface 12.
  • This hydraulic opening force is opposed by a closing force which is exerted on the end on the combustion chamber side by a device (not shown in the drawing) the valve needle 5 is exerted.
  • the movement of the valve needle 5 m of the bore 3 takes place in that the closing force is reduced.
  • the valve needle 5 moves away from the valve seat 9, and fuel flows from the pressure chamber 19 to the injection openings 11 and is injected from there into the combustion chamber of the internal combustion engine.
  • the closing force on the valve needle 5 is increased until it is greater than the hydraulic opening force.
  • the valve needle 5 slides back into its closed position and cuts off the fuel supply to the injection openings 11.
  • FIG. 2 shows an enlargement of FIG.
  • the valve needle 5 has a first conical surface 30 and a second conical surface 32 at its combustion chamber end, which together form the valve sealing surface 12. Between the first conical surface 30 and the second conical surface 32, an annular groove 34 is formed which borders on both conical surfaces 30, 32.
  • the end of the valve needle 5 on the combustion chamber side forms an end surface 40 which is flat and has a circular shape.
  • the opening angles of the conical surfaces 30, 32 are designed such that the opening angle a ] _ of the first conical surface 30 is smaller than the opening angle b of the conical valve seat 9.
  • the opening angle a2 of the second conical surface 32 is larger than the opening angle b of the conical valve seat 9, so that when the valve needle 5 is in contact with the valve seat 9, the seat edge 37, which forms the boundary between the annular groove 34 and the first conical surface 30, first comes into contact with the valve seat 9.
  • the angles are also dimensioned such that the difference angle between a. ⁇ and b is smaller than between & 2 and b, i.e. there is a so-called inverse seat angle difference.
  • the throttle edge 38 which forms the boundary between the annular groove 34 and the second conical surface 32, is spaced apart from the valve seat 9 in the closed position of the valve needle 5, so that the annular groove 34 is closed only by the seat edge 37.
  • FIG. 2 is shown, at the beginning of the opening stroke movement of the valve needle 5, if it has not yet completed its full stroke, fuel flows from the pressure chamber 19, past the first conical surface 30, into the annular groove 34 and from there past the throttle edge 38 the injection openings 11.
  • the seat edge 37 pounds somewhat into the valve seat 9 due to wear. This reduces the distance of the throttle edge 38 from the valve seat 9 in the closed position of the valve needle 5, until finally the throttle edge 38 also sits on the valve seat 9.
  • FIG. 3 shows the same fuel injection valve as in the left half of FIG. 2, but here the valve needle 5 is shown partly in section.
  • a transverse bore 22 is formed in the valve needle 5, which runs perpendicular to the longitudinal axis 7 of the valve needle 5.
  • a longitudinal bore 23 is formed in the valve needle 5, which extends from the flat end face 40 of the valve needle 5 along the longitudinal axis 7 to the transverse bore 22 and together with this the channel 20 forms.
  • the fuel can now flow not only past the throttle edge 38 to the injection openings 11, but also through the channel 20 formed by the transverse bore 22 and the longitudinal bore 23 Fuel therefore flows simultaneously out of the opening of the longitudinal bore 23 and from there against the flow direction of the fuel flowing past the throttle edge 38 to the injection openings 11. This prevents pressure build-up in the annular groove 34, so that there is no additional opening pressure can build up.
  • FIG. 4 shows a further exemplary embodiment of a valve needle 5, in which the connection of the annular groove 34 to the end face 40 is realized here via an alternatively designed channel 20.
  • the channel 20 leads inwards a little in the radial direction, then kinks and leads parallel to the second conical surface 32 up to the end surface 40.
  • FIG. 5a shows a further exemplary embodiment of the valve needle 5 in a partially sectioned view, in which the channel 20, starting from the annular groove 34, opens into the part of the outer surface of the valve needle 5 which borders on the annular groove 34 and faces the injection openings 11.
  • the channel 20 does not open into the end face 40 here, but into the second conical surface 32.
  • the channel 20 is straight in this case and does not cut the longitudinal axis 7 of the valve needle 5
  • Figure 5b shows a plan view of the valve needle 5, in which the course of the channels 20 becomes clear.
  • the channels 20 pass the longitudinal axis 7 and are consequently skewed to the latter.
  • the channels 20 can be formed independently of one another and introduced into the valve needle 5, for example by means of a laser method.
  • the diameter of the channel 20 and thus also of the transverse bore 22 and the longitudinal bore 23 is preferably approximately 0.2-0.5 mm, which ensures an adequate hydraulic connection.

Abstract

L'invention concerne une soupape d'injection de carburant comportant un corps de soupape (1), dans lequel est façonné un alésage (3) avec un siège (9) de soupape conique et au moins un orifice d'injection (11). Une tige (5) de soupape en forme de piston est montée longitudinalement mobile dans l'alésage (3) et coopère avec le siège (9) de soupape pour commander au moins un orifice d'injection (11). A l'extrémité de la tige (5) de soupape côté chambre de combustion est façonnée une première surface conique (30) ainsi qu'une deuxième surface conique (32) située en aval de la première. La première surface conique (30) comporte un angle d'ouverture (a1) inférieur à l'angle d'ouverture (b) du siège (9) de soupape, alors que l'angle d'ouverture (a2) de la deuxième surface conique (32) est supérieur à l'angle d'ouverture (b) du siège (9) de soupape. Entre les deux surfaces coniques (30; 32) se trouve une gorge de retenue (34), dont le bord situé en amont sert de bord de siège (37) de tige (5) de soupape. A partir de la gorge de retenue (37) part au moins un canal (20; 22; 23) s'étendant dans la tige (5) de soupape et débouchant dans la partie de la face extérieure de la tige (5) de soupape qui est adjacente à la gorge de retenue (37) et orientée vers les orifices d'injection (11).
EP03722284A 2002-09-13 2003-04-17 Soupape d'injection de carburant pour moteur a combustion interne Withdrawn EP1546546A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE2002142685 DE10242685A1 (de) 2002-09-13 2002-09-13 Kraftstoffeinspritzventil für Brennkraftmaschinen
DE10242685 2002-09-13
PCT/DE2003/001296 WO2004027254A1 (fr) 2002-09-13 2003-04-17 Soupape d'injection de carburant pour moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1546546A1 true EP1546546A1 (fr) 2005-06-29

Family

ID=31895983

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03722284A Withdrawn EP1546546A1 (fr) 2002-09-13 2003-04-17 Soupape d'injection de carburant pour moteur a combustion interne

Country Status (3)

Country Link
EP (1) EP1546546A1 (fr)
DE (1) DE10242685A1 (fr)
WO (1) WO2004027254A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1496246A1 (fr) * 2003-07-07 2005-01-12 Delphi Technologies, Inc. Buse d'injection
DE102007026122A1 (de) * 2007-06-05 2008-12-11 Volkswagen Ag Kraftstoffeinspritzdüse für eine Brennkraftmaschine
CN108533432A (zh) * 2018-01-23 2018-09-14 中国第汽车股份有限公司 一种提高各孔喷油均匀性的喷油嘴
DE102019210551A1 (de) 2019-07-17 2021-01-21 Robert Bosch Gmbh Kraftstoffinjektor

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3605082A1 (de) * 1986-02-18 1987-08-20 Bosch Gmbh Robert Kraftstoff-einspritzduese fuer brennkraftmaschinen
JPH04295176A (ja) * 1991-03-25 1992-10-20 Nissan Motor Co Ltd 燃料噴射ノズル
GB9425652D0 (en) * 1994-12-20 1995-02-22 Lucas Ind Plc Fuel injection nozzle
DE10031264A1 (de) * 2000-06-27 2002-01-17 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2004027254A1 *

Also Published As

Publication number Publication date
DE10242685A1 (de) 2004-03-25
WO2004027254A1 (fr) 2004-04-01

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