EP1671029A2 - Dispositif d'injection de carburant, notamment pour un moteur a combustion interne a injection directe de carburant - Google Patents

Dispositif d'injection de carburant, notamment pour un moteur a combustion interne a injection directe de carburant

Info

Publication number
EP1671029A2
EP1671029A2 EP04762588A EP04762588A EP1671029A2 EP 1671029 A2 EP1671029 A2 EP 1671029A2 EP 04762588 A EP04762588 A EP 04762588A EP 04762588 A EP04762588 A EP 04762588A EP 1671029 A2 EP1671029 A2 EP 1671029A2
Authority
EP
European Patent Office
Prior art keywords
fuel injection
injection device
valve element
sleeve part
housing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP04762588A
Other languages
German (de)
English (en)
Other versions
EP1671029B1 (fr
Inventor
Siegfried Ruthardt
Holger Rapp
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 EP1671029A2 publication Critical patent/EP1671029A2/fr
Application granted granted Critical
Publication of EP1671029B1 publication Critical patent/EP1671029B1/fr
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • 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

Definitions

  • Fuel injection device in particular for an internal combustion engine with direct fuel injection
  • the invention relates to a fuel injection device, in particular for an internal combustion engine with direct fuel injection, with a housing and a valve element arranged in a housing recess, to which at least one fuel outlet channel is assigned, and with a sleeve part which is coaxial with the valve element and which is on the valve element sitting.
  • a fuel injection device of the type mentioned above is known from DE 101 22 256 AI.
  • This shows a fuel injection device with a nozzle body in which a longitudinal bore is present.
  • an elongated valve element is guided in some areas.
  • the valve element is “stroke-controlled”, that is to say that at its end facing away from a combustion chamber in the installed position it has a control surface which delimits a hydraulic control chamber. If there is high pressure in the hydraulic control room, the valve element is pressed into its closed position. In the event of a pressure drop, the valve element can be opened by an actuating device acting in the opening direction.
  • the control chamber is delimited radially outwards by a sleeve part which is fluid-tight on an end region of the valve element is pushed on and pressed by a spring against a control part opposite the control surface.
  • the valve element has a guide section approximately in its axial center, which cooperates with a corresponding guide section of the longitudinal bore in the housing.
  • the valve element is guided relative to the housing and prevents it from tilting in relation to the longitudinal axis of the housing during operation.
  • the sleeve part at the end which radially delimits the control chamber, is not radially fixed in relation to the recess in the housing.
  • the object of the present invention is to develop a fuel injection device of the type mentioned at the outset in such a way that it can be produced as inexpensively as possible.
  • Injection device of the type mentioned at the outset in that it comprises alignment means which radially align the sleeve part with respect to the housing recess, and in that the valve element is guided in the sleeve part.
  • the radial position and axial alignment of the sleeve part are clearly defined by the alignment means. Therefore, it can very well form one or the only guide for the valve element. On the complex and expensive production of guide surfaces in the wall of the Housing recess can therefore be dispensed with in the fuel injection device according to the invention. It is therefore comparatively inexpensive.
  • the alignment means comprise at least one peripheral wall on the sleeve part, which abuts the wall of the housing recess.
  • the sleeve part is more or less a fitting ring that is pressed into the housing recess, for example. This is particularly simple, robust and inexpensive.
  • the alignment means prefferably have a plurality of radially extending webs, each of which abuts the wall of the housing recess with its projecting end.
  • Such webs automatically form free spaces between the webs, which for example can be part of a fluid connection from a high-pressure connection to the fuel outlet channel. This facilitates and simplifies the flow guidance in the fuel injection device according to the invention.
  • the free spaces between the webs be dimensioned such that a desired throttling effect is achieved.
  • the sleeve part therefore has a double function, because it also serves to coordinate the dynamics of the valve element during its opening and closing operation.
  • Another particularly preferred embodiment of the fuel injection device according to the invention provides that at the end of the valve element facing away from the combustion chamber in the installed position there is a control surface which acts in the closing direction and which has a hydraulic control surface
  • the sleeve element protrudes beyond this end of the valve element at least when the valve element is closed and is pressed by a pretensioning device against a wall of a counter element opposite the control surface, in such a way that it seals the control space against the counter element.
  • the sleeve part has a double function: in addition to guiding the valve element, it also serves to radially delimit the control chamber and to seal the control chamber from the counter element.
  • the corresponding fuel injection device is therefore comparatively compact.
  • the alignment means comprise a conical recess in the wall of the counter element in the region of the housing recess, such that the sleeve part is centered by the conical recess.
  • the sleeve part can be aligned with respect to the housing recess without angular errors between the wall of the counter element and the orientation of the housing recess play a role. This simplifies production and lowers the manufacturing costs of the fuel injection device according to the invention.
  • the reliability during operation of the fuel injection device according to the invention is increased, since the sealing of the
  • Control room is guaranteed even with such angular errors.
  • the correct alignment of the housing and the counter element to one another is carried out by simple and customary measures, for example dowel pins, a centering groove, or the like.
  • the alignment means may comprise an overall conical wall of the counter element opposite the control surface and a corresponding housing wall which is complementary thereto, such that the sleeve part and the housing are centered by the conical wall.
  • the centering of the sleeve part with respect to the housing is automatically ensured, without contact between the sleeve part and the housing or other alignment means for aligning the counter element with respect to the housing being required.
  • the assembly of such a fuel injection device is very simple.
  • the wall of the counter element is conically concave. In principle, however, it is also conceivable that this wall is designed conically convex. In both cases, the wall can be manufactured very easily and ensures that the sleeve part is well centered.
  • the valve element has a guide section which is guided in the sleeve part and has a larger diameter than an area of the valve element around which the biasing device is arranged. In this way, contact between the pretensioning device and the valve element, which would cause sliding friction during the operation of the fuel injection device, is avoided. This allows even better and more accurate fuel injection.
  • Figure 1 is a schematic representation of a fuel system of an internal combustion engine with a fuel injection device
  • FIG. 2 shows a partial section through a first exemplary embodiment of the fuel injection device from FIG. 1;
  • Figure 4 is a partial section similar to Figure 2 of a second embodiment.
  • Figure 5 is a partial section similar to Figure 2 of a third embodiment.
  • a fuel system of an internal combustion engine bears the reference number 10 overall. It comprises a fuel tank 12, from which a delivery system 14 conveys the fuel to a fuel collecting line (“rail”) 16.
  • the conveyor system 14 can comprise, for example, a prefeed pump and a high-pressure pump.
  • a plurality of fuel injection devices 18 are connected to the fuel collecting line 16, only one of which is shown in FIG. 1.
  • the fuel injection device 18 has a high-pressure connection 20.
  • the fuel injection device 18 is assigned to a combustion chamber 22 into which it injects the fuel directly. One leads from the fuel injection device 18
  • the return line 24 is connected to the fuel injection device 18 at a low pressure connection 26.
  • the fuel injector 18 includes a housing 28 in which a longitudinally extending one
  • Housing recess 30 is present.
  • the housing 28 is also referred to as a "nozzle body".
  • the housing recess 30 comprises a lower portion 30a in FIG. 2 and a conical end 30b and an upper portion 30b which is larger in diameter than section 30a.
  • a sleeve part 34 is inserted into the upper section 30a of the housing recess 30.
  • this sleeve part 34 has a continuous and radially inner guide section 36, a tapered sealing section 37 and a plurality of webs 38, which are distributed over the circumference of the guide section 36 and extend radially outward.
  • the webs 38 are arranged offset somewhat downwards relative to the guide section 36.
  • the webs 38 are formed by semicircular free spaces 40 which are present between the webs 38.
  • the radially projecting end faces 42 of the webs 38 lie on a common one
  • Cylinder surface which corresponds approximately to the lateral surface of the upper section 30b of the housing recess 30. In this way, the sleeve part 34 is radially fixed and centered with respect to the housing recess 30.
  • the sleeve part 34 has a central, continuous guide bore 44. This works together with a guide section 46 of a valve element 48, which is guided in this way in the sleeve part 34 and is thus movable in the housing recess 30 in the axial direction, but is not displaceable in the radial direction.
  • a section 50 adjoins the guide section 46 towards the lower end of the valve element 48 in FIG. 2, which section has a smaller diameter than the guide section 46. Shortly above the transition from
  • Section 30a to section 30b of the housing recess 30, the section 50 of the valve element 48 has a circumferential collar 52.
  • a helical compression spring 54 is clamped between this collar 52 and the guide section 36 of the sleeve part 34.
  • the fuel injection device 18 comprises a plate-shaped counter element 56. This is fastened to the housing 28 in a manner not shown in FIG. 2. It has a flat wall surface 58 toward the housing 28. against this, the sleeve part 34 is acted upon by the helical compression spring 54.
  • a hydraulic control chamber 60 is formed between the wall surface 58, the sleeve part 34, and the upper end surface of the valve element 58 in FIG. Therefore, the upper end surface of the valve element 48 is also referred to as a control surface. It bears the reference number 62.
  • Counter element 56 also referred to as a throttle plate.
  • a first high-pressure duct 64 connects a high-pressure chamber 66, which is present radially outside of the sleeve part 34, between the valve element 48 and the housing recess 30b, with the high-pressure connection 20.
  • An inlet duct 68 with an inlet throttle 70 leads from the high-pressure connection 20 to the control chamber 60.
  • which contains a discharge throttle 74 leads from the control chamber 60 to a control valve 76. Via this the control chamber 60 can either be connected to or disconnected from the low-pressure connection 26.
  • the fuel injection device 18 shown in FIGS. 2 and 3 is assembled as follows:
  • valve element 48 is inserted into the housing recess 30 e and the helical compression spring 54 is threaded onto the valve element 48. Then the sleeve part 34 is pushed onto the guide section 46 of the valve element 48 and in the section 30b of the housing recess 30 centered. Finally, the counter element 56 is attached to the housing 28.
  • the fuel injection device 18 shown in FIGS. 2 and 3 is operated as follows:
  • the control valve 76 is closed, and the high pressure prevailing in the fuel collecting line 16 is present at the high-pressure connection 20.
  • the corresponding high fuel pressure is thus also present in the high-pressure channel 64 and in the high-pressure chamber 66.
  • This high fuel pressure is also present at a conical pressure surface 78, which is present at the lower end of the valve element 48 in FIG. 2, so that a hydraulic force acting in the opening direction acts there.
  • the high pressure is also transmitted into the control chamber 60 via the inlet channel 68. There is therefore a high fuel pressure in this too.
  • the hydraulic force acting on the control surface 62 in the closing direction is, however, greater than that which acts on the pressure surface 78 in the opening direction due to the area ratios.
  • the valve element 48 is therefore pressed with a sealing edge 80 against a corresponding housing-side valve seat (without reference numerals). Fuel can therefore not escape through the fuel outlet channels 32.
  • the control valve 76 is opened for an injection. Fuel can thus from the control room 60 to
  • the inlet throttle 70 and the outlet throttle 74 are coordinated with one another in such a way that the pressure in the control chamber 60 drops in a certain manner. If the hydraulic force acting on the control surface 62 in the closing direction falls below that in Force acting in the opening direction, which is applied to the pressure surface 78, lifts the sealing edge 80 off the valve seat on the housing side, and the valve element 48 opens.
  • control valve 76 is closed again.
  • the pressure in the control chamber 60 thus rises and the valve element 48 comes into contact with the sealing edge 80 against the valve seat on the housing side.
  • the section 50 of the valve element 48 in the area of which the helical compression spring 54 is arranged, has a comparatively small diameter, no sliding friction can occur during the movement of the valve element 48 between the helical compression spring 54 and the valve element 48. Corresponding wear of the spring 54 and the valve element 48 is thus reduced or completely avoided. Since the valve element 48, as soon as the sealing edge 80 has lifted off the valve seat on the housing side, only via the guide section 46 in FIG.
  • the semicircular free spaces 40 between the webs 38 of the sleeve part 34 can be dimensioned such that one Desired throttling effect occurs from the high pressure channel 64 to the fuel outlet channels 32.
  • the helical compression spring 54 is also completely dispensed with. In this case, the sleeve part 34 is press-fitted into the housing recess 30 in the housing 28.
  • FIG. 4 An alternative embodiment of a fuel injection device is shown in FIG. 4. Elements and areas which have functions equivalent to elements and areas of the exemplary embodiment shown in connection with FIGS. 2 and 3 have the same reference symbols. They are not explained in detail again. For reasons of illustration, not all reference numerals are also entered.
  • the differences between the fuel injection device 18 shown in FIG. 4 and the previous one relate to the design of the sleeve part 34 and the wall surface 58 of the throttle plate 56.
  • the sleeve part 34 has none
  • the wall surface 58 has a conically concave recess 82 in the region of the housing recess 30.
  • the sealing section 37 of the sleeve part 34 lies on the throttle plate 56 in
  • the wall surface 58 of the throttle plate 56 is generally conically concave.
  • An opposite housing surface 84 is complementary to this, that is, conically convex.

Abstract

L'invention concerne un dispositif d'injection de carburant (18) qui comprend un carter (28) dans lequel est réalisé un évidement de carter (30) où est placé un élément soupape (48). Au moins un conduit de sortie de carburant (32) est affecté à cet élément soupape. Le dispositif selon l'invention comprend également un élément douille (34) qui est coaxial à l'élément soupape (48) et qui s'appuie sur l'élément soupape (48). Selon l'invention, le dispositif d'injection de carburant (18) comprend des moyens d'alignement (38) qui alignent l'élément douille (34) radialement par rapport à l'évidement de carter (30) et l'élément soupape (48) est guidé dans l'élément douille (34).
EP04762588A 2003-09-23 2004-08-04 Dispositif d'injection de carburant, notamment pour un moteur a combustion interne a injection directe de carburant Expired - Fee Related EP1671029B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2003146222 DE10346222A1 (de) 2003-09-23 2003-09-23 Kraftstoff-Einspritzvorrichtung, insbesondere für eine Brennkraftmaschine mit Kraftstoff-Direkteinspritzung
PCT/DE2004/001743 WO2005038235A2 (fr) 2003-09-23 2004-08-04 Dispositif d'injection de carburant, notamment pour un moteur a combustion interne a injection directe de carburant

Publications (2)

Publication Number Publication Date
EP1671029A2 true EP1671029A2 (fr) 2006-06-21
EP1671029B1 EP1671029B1 (fr) 2007-10-31

Family

ID=34306271

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04762588A Expired - Fee Related EP1671029B1 (fr) 2003-09-23 2004-08-04 Dispositif d'injection de carburant, notamment pour un moteur a combustion interne a injection directe de carburant

Country Status (3)

Country Link
EP (1) EP1671029B1 (fr)
DE (2) DE10346222A1 (fr)
WO (1) WO2005038235A2 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004024527A1 (de) * 2004-05-18 2005-12-15 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung
DE102005039688A1 (de) * 2005-08-22 2007-03-01 Siemens Ag Düsenbaugruppe für ein Einspritzventil
JP4428357B2 (ja) 2006-04-03 2010-03-10 株式会社デンソー 燃料噴射弁
DE102006021491A1 (de) 2006-05-09 2007-11-15 Robert Bosch Gmbh Kraftstoffinjektor mit direkt betätigbarer Düsennadel
DE102008005523A1 (de) * 2008-01-23 2009-07-30 Robert Bosch Gmbh Kraftstoffinjektor
DE102008061400A1 (de) * 2008-12-10 2010-06-17 Man Diesel Se Kraftstoff-Einspritzventil für eine Brennkraftmaschine

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB809044A (en) * 1955-09-19 1959-02-18 Licencia Talalmanyokat Improvements in or relating to fuel injectors for diesel engines
DE59506715D1 (de) * 1994-06-06 1999-10-07 Ganser Hydromag Brennstoffeinspritzventil für Verbrennungskraftmaschinen
DE10122256A1 (de) * 2001-05-08 2002-11-21 Bosch Gmbh Robert Kraftstoff-Einspritzvorrichtung für Brennkraftmaschinen, insbesondere Common-Rail-Injektor, sowie Kraftstoffsystem und Brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2005038235A3 *

Also Published As

Publication number Publication date
EP1671029B1 (fr) 2007-10-31
DE502004005391D1 (de) 2007-12-13
WO2005038235A3 (fr) 2006-01-26
WO2005038235A2 (fr) 2005-04-28
DE10346222A1 (de) 2005-04-14

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