EP1671029B1 - 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 Download PDF

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Publication number
EP1671029B1
EP1671029B1 EP04762588A EP04762588A EP1671029B1 EP 1671029 B1 EP1671029 B1 EP 1671029B1 EP 04762588 A EP04762588 A EP 04762588A EP 04762588 A EP04762588 A EP 04762588A EP 1671029 B1 EP1671029 B1 EP 1671029B1
Authority
EP
European Patent Office
Prior art keywords
fuel injection
injection device
valve element
wall
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.)
Expired - Fee Related
Application number
EP04762588A
Other languages
German (de)
English (en)
Other versions
EP1671029A2 (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

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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
    • 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

  • the invention relates to a fuel injection device according to the preamble of claim 1.
  • a fuel injection device is known with a nozzle body in which a longitudinal bore is present.
  • the valve element is "stroke-controlled", that is, it has, at its end facing away from a combustion chamber in the installed position on a control surface which limits a hydraulic control chamber. If a high pressure prevails in the hydraulic control chamber, the valve element is pressed into its closed position. In the event of a pressure drop, the valve element can be opened by an admission device acting in the opening direction.
  • the control chamber is bounded radially outwardly by a sleeve part, which is pushed fluid-tightly onto an end region of the valve element and is pressed by a spring against a housing part lying opposite the control surface.
  • valve element When in the DE 101 22 256 A1 shown fuel injector, the valve element is approximately in his axial center on a guide portion which cooperates with a corresponding guide portion of the longitudinal bore in the housing. As a result, the valve element is guided relative to the housing and prevents it from tilting during operation relative to the longitudinal axis of the housing. In order to avoid tensioning of the valve element, the sleeve part at the end, which limits the control chamber radially, is not radially fixed relative to the recess in the housing.
  • the US 5,842,640 shows a fuel injection device in which the sleeve part as well as wide areas of the valve element are accommodated in the housing without radial play.
  • di GB 809,044 describes a fuel injection device with a thick-walled tubular housing insert, in which the valve element is accommodated.
  • the present invention has the object, a fuel injection device of the type mentioned in such a way that they can be produced as inexpensively.
  • the alignment means By the alignment means the radial position and axial orientation of the sleeve part is clearly defined. Therefore, it can very well form the only guide for the valve element.
  • the costly 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. This is therefore relatively inexpensive.
  • the sleeve part according to the invention has a dual function: In addition to the leadership of the valve element, it also serves to the radial delimitation of the control chamber and to seal the control chamber with respect to the counter element.
  • the corresponding fuel injection device therefore builds comparatively compact.
  • the alignment means comprise at least one circumferential wall on the sleeve part, which rests against the wall of the housing recess.
  • the sleeve part is more or less a fitting ring, which is pressed into the housing recess, for example. This is very simple, robust and inexpensive.
  • the alignment means has a plurality of radially extending webs, which abut each with its projecting end on the wall of the housing recess. By such webs free spaces are automatically formed between the webs, which may for example be part of a fluid connection from a high-pressure port to the fuel outlet channel. This facilitates and simplifies the flow guidance in the fuel injection device according to the invention.
  • the existing between the webs free spaces are dimensioned so that a desired throttling effect is achieved.
  • the sleeve part has in this advantageous embodiment, therefore, a double function, because it also serves to tune the dynamics of the valve member in its opening and closing operation.
  • 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 that angle error between the wall of the counter-element and the orientation of the housing recess play a role. This simplifies the production and reduces the manufacturing costs of the fuel injection device according to the invention.
  • the reliability in operation of the fuel injection device according to the invention is increased, since the sealing of the control chamber is ensured even with such angle errors.
  • the correct alignment of the housing and the counter element to each other by simple and conventional measures, such as dowel pins, a centering, or the like.
  • the alignment means comprise an overall conical and the control surface opposite wall of the mating member and a complementary thereto corresponding housing wall, such that the sleeve part and the housing are centered by the conical wall.
  • the centering of the sleeve member relative to the housing is automatically ensured, without any contact between the sleeve part and the housing or other alignment means for aligning the counter element relative to the housing are 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 configured conically convex. In both cases, the wall can be made very easily and ensures a good centering of the sleeve part.
  • the invention provides that in a preferred embodiment of the fuel injection device, the valve element has a guide portion which is guided in the sleeve part and has a larger diameter than an area the valve member around which the biasing means is arranged. In this way, a contact between the biasing means and the valve member, which would cause a sliding friction in the operation of the fuel injection device avoided. This allows even better and more accurate fuel injection.
  • a fuel system of an internal combustion engine as a whole carries the reference numeral 10. It comprises a fuel tank 12, from which a delivery system 14 delivers the fuel to a fuel rail ("rail") 16.
  • the conveyor system 14 may include, for example, a prefeed pump and a high pressure pump.
  • the fuel injection device 18 has a high-pressure port 20.
  • the fuel injection device 18 is associated with a combustion chamber 22, in which it injects the fuel directly.
  • a return line 24 leads back to the fuel tank 12.
  • the return line 24 is connected to the fuel injection device 18 at a low pressure port 26.
  • the fuel injection device 18 includes a housing 28 in which a longitudinally extending housing recess 30 is present.
  • the housing 28 is also referred to as a "nozzle body".
  • distributed fuel outlet channels 32 are arranged distributed over the circumference, via which fuel can pass from the housing recess 30 into the combustion chamber 22.
  • the housing recess 30 comprises a bottom in FIG. 2 lower and end tapered portion 30 a and an upper portion 30 b, which has a larger diameter than the section 30a has.
  • a sleeve part 34 is inserted in the upper portion 30 a of the housing recess 30 in the upper portion 30 a of the housing recess 30, a sleeve part 34 is inserted.
  • this sleeve part 34 has a continuous and radially inner guide section 36, a tapered sealing section 37 and a plurality of webs 38 distributed radially outward over the circumference of the guide section 36.
  • the webs 38 are arranged offset slightly downwards relative to the guide section 36.
  • the webs 38 are formed by semicircular spaces 40 which are present between the webs 38.
  • the radially projecting end surfaces 42 of the webs 38 lie on a common cylindrical surface, which corresponds approximately to the lateral surface of the upper portion 30b of the housing recess 30. In this way, the sleeve member 34 is radially fixed relative to the housing recess 30 and centered.
  • the sleeve part 34 has a central continuous guide bore 44. This cooperates with a guide portion 46 of a valve element 48, which is guided in this way in the sleeve part 34 and so in the housing recess 30 in the axial direction movable, but held immovable in the radial direction.
  • a portion 50 which has a smaller diameter than the guide section 46, adjoins the guide section 46 toward the lower end of the valve element 48 in FIG. 2.
  • the section 50 of the valve element points just above the transition from the section 30a to the section 30b of the housing recess 30 48 a circumferential collar 52. Between this collar 52 and the guide portion 36 of the sleeve member 34, a helical compression spring 54 is clamped.
  • the fuel injection device 18 comprises a plate-shaped counter element 56. This is fixed in a manner not shown in Figure 2 on the housing 28. It has a flat wall surface 58 towards the housing 28. Against this, the sleeve part 34 is acted upon by the helical compression spring 54. Between the wall surface 58, the sleeve part 34, and the upper end surface of the valve element 58 in Figure 2, a hydraulic control chamber 60 is formed. Therefore, the upper end surface of the valve element 48 is also referred to as a control surface. It bears the reference numeral 62.
  • a first high-pressure channel 64 connects a high-pressure connection 66, which is located radially outside of the sleeve part 34 between the valve element 48 and the housing recess 30b, to the high-pressure connection 20.
  • An inlet channel 68 with an inlet throttle 70 leads from the high-pressure connection 20 to the control chamber 60 contains an outlet throttle 74 leads from the control chamber 60 to a control valve 76.
  • the control chamber 60 can be selectively connected to the low-pressure port 26 or separated from it.
  • the fuel injector 18 shown in Figs. 2 and 3 is assembled as follows:
  • valve element 48 is inserted into the housing recess 30 and the helical compression spring 54 is threaded onto the valve element 48. Then, the sleeve part 34 is pushed onto the guide portion 46 of the valve element 48 and in the portion 30 b of the housing recess 30th centered. Finally, the counter element 56 is attached to the housing 28.
  • the fuel injector 18 shown in FIGS. 2 and 3 is operated as follows:
  • the control valve 76 In the initial state, the control valve 76 is closed, and at the high pressure port 20 of the prevailing in the fuel rail 16 high pressure is applied. Thus, the corresponding high fuel pressure is also in the high-pressure passage 64 and in the high-pressure chamber 66. Also on a conical pressure surface 78, which is present at the lower end of the valve element 48 in FIG. 2, this high fuel pressure is present, so that there acts a hydraulic force acting in the opening direction. At the same time, the high pressure is also transmitted via the inlet channel 68 into the control chamber 60. Also in this there is therefore a high fuel pressure.
  • the hydraulic force acting on the control surface 62 in the closing direction is greater than that acting on the pressure surface 78 in the opening direction.
  • the valve element 48 is therefore pressed with a sealing edge 80 against a corresponding housing-side valve seat (without reference numerals). Fuel therefore can not escape through the fuel exit channels 32.
  • the control valve 76 is opened. Fuel can thus flow out of the control chamber 60 to the low pressure port 26 out.
  • the inlet throttle 70 and the outlet throttle 74 are coordinated so that the pressure in the control chamber 60 decreases in a certain way. If the hydraulic force acting on the control surface 62 in the closing direction falls below that in FIG Opening force acting on the pressure surface 78, lifts the sealing edge 80 from the housing-side valve seat, and the valve element 48 opens.
  • control valve 76 is closed again.
  • the pressure in the control chamber 60 increases and the valve element 48 comes with the sealing edge 80 in abutment against the housing-side valve seat.
  • the portion 50 of the valve element 48 in the region of the helical compression spring 54 is arranged, has a relatively small diameter, it can during the movement of the valve element 48 between the helical compression spring 54 and the valve element 48 to come to no sliding friction. Thus, a corresponding wear of the spring 54 and the valve member 48 is reduced or completely avoided. Since the valve element 48, as soon as the sealing edge 80 has lifted from the housing-side valve seat, is guided only over the guide portion 46 in the guide bore 44 of the sleeve member 34, a complex processing of the housing recess 30 for guiding the valve element 48 is not required.
  • the semicircular free spaces 40 between the webs 38 of the sleeve part 34 may be dimensioned such that a desired throttle effect from the high-pressure passage 64 to the fuel outlet channels 32 out occurs.
  • the helical compression spring 54 is completely dispensed with.
  • the sleeve part 34 is fitted in the housing recess 30 in the housing 28 in a press fit.
  • FIG. 1 An alternative embodiment of a fuel injection device is shown in FIG.
  • FIG. 2 An alternative embodiment of a fuel injection device is shown in FIG.
  • Figures 2 and 3 An alternative embodiment of a fuel injection device is shown in FIG.
  • the differences between the fuel injection device 18 shown in Figure 4 to the preceding relate to the configuration of the sleeve member 34 and the wall surface 58 of the throttle plate 56.
  • the sleeve member 34 has no webs, but only a guide portion 36 and the throttle plate 56 through a sealing portion 37.
  • the wall surface 58 has a conically concave recess 82 in the region of the housing recess 30.
  • the sealing portion 37 of the sleeve member 34 abuts against the throttle plate 56 in the region of this conical recess 82. In this way, the sleeve member 34 is centered with respect to the throttle plate 56 against which it is pressed by the helical compression spring 54.
  • the throttle plate 56 must be positioned very accurately relative to the housing 28, which is possible for example by means of dowel pins or a centering groove (both not shown).
  • FIG. 1 A further modified embodiment is shown in FIG. The above applies with regard to functionally equivalent elements and areas.
  • the wall surface 58 of the throttle plate 56 is formed as a whole conically concave.
  • An opposite housing surface 84 is complementary thereto, that is conical convex. In this way, can be dispensed with a special positioning of the throttle plate 56 relative to the housing 28, since these center virtually by themselves to each other.

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

Claims (9)

  1. Dispositif d'injection de carburant (18) notamment pour un moteur à combustion à injection directe de carburant comportant un boîtier (28) et un élément de soupape (48) logé dans une cavité (30) du boîtier, auquel est associé au moins un canal de sortie de carburant (32) ainsi qu'une partie de manchon (34) coaxiale à l'élément de soupape (48) et s'appuyant sur un segment de guidage (46) de l'élément de soupape (48) à l'extrémité opposée à celle du canal de sortie de carburant (32),
    et l'extrémité de l'élément de soupape (48) qui, en position de montage, est à l'opposé de la chambre de combustion (32), présente une surface de commande (62) agissant dans le sens de la fermeture, cette surface délimitant une chambre de commande hydraulique (60) et
    l'élément de manchon (34), au moins lorsque l'élément de soupape (48) est fermé, dépasse de cette extrémité (62) l'élément de soupape (48) et est poussé par une installation de précontrainte (54) contre une paroi (58) à l'opposé de cette surface de commande (62) et appartenant à un élément opposé (56), de façon à rendre étanche la chambre de commande (60) par rapport à l'élément opposé (56),
    caractérisé en ce qu'
    il comporte des moyens d'alignement (38, 82, 58) alignant radialement la partie de manchon (34) par rapport à la cavité de boîtier (30), et en ce que l'élément de soupape (48) est seulement guidé dans la partie de manchon (34).
  2. Dispositif d'injection de carburant (18) selon la revendication 1,
    caractérisé en ce que
    les moyens d'alignement (38) comprennent au moins une paroi périphérique (42) de la partie de manchon (34) appliquée contre la paroi de la cavité de boîtier (30).
  3. Dispositif d'injection de carburant (18) selon l'une des revendications 1 ou 2,
    caractérisé en ce que
    les moyens d'alignement comportent un ensemble d'entretoises (38) s'étendant radialement, et dont les extrémités (42) en saillie s'appliquent contre la paroi de la cavité de boîtier (30).
  4. Dispositif d'injection de carburant (18) selon la revendication 3,
    caractérisé en ce que
    les espaces libres (40) entre les entretoises (38) sont dimensionnés pour créer l'effet d'étranglement souhaité.
  5. Dispositif d'injection de carburant (18) selon l'une des revendications 3 ou 4,
    caractérisé en ce que
    les entretoises (38) sont décalées axialement par rapport à la chambre de commande (60).
  6. Dispositif d'injection de carburant (18) selon l'une des revendications précédentes,
    caractérisé en ce que
    les moyens d'alignement comprennent une cavité conique (82) dans la paroi (58) de l'élément opposé (56) au niveau de la cavité de boîtier (60) de façon que la partie de manchon (34) soit centrée par la cavité conique (82).
  7. Dispositif d'injection de carburant (18) selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    les moyens d'alignement comprennent une paroi (58) de l'élément complémentaire (56), globalement conique, en regard de la surface de commande (62) et une paroi de boîtier (84) correspondante, complémentaire, de façon que la partie de manchon (34) et le boîtier (30) assurent leur centrage par la paroi conique (58).
  8. Dispositif d'injection de carburant (18) selon l'une des revendications 5 ou 6,
    caractérisé en ce que
    la cavité conique (82) ou la paroi conique (58) de l'élément complémentaire (56) sont concaves.
  9. Dispositif d'injection de carburant (18) selon l'une des revendications précédentes,
    caractérisé en ce que
    l'élément de soupape (48) comporte un segment de guidage (46) guidé dans la partie de boîtier (34) et ayant un diamètre plus grand qu'une zone de l'élément de soupape (50) autour duquel est placée l'installation de précontrainte (54).
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 EP1671029A2 (fr) 2006-06-21
EP1671029B1 true 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
ATE184078T1 (de) * 1994-06-06 1999-09-15 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

Also Published As

Publication number Publication date
DE10346222A1 (de) 2005-04-14
EP1671029A2 (fr) 2006-06-21
WO2005038235A3 (fr) 2006-01-26
DE502004005391D1 (de) 2007-12-13
WO2005038235A2 (fr) 2005-04-28

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