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
  • 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
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
  • F02M53/04—Injectors with heating, cooling, or thermally-insulating means
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
  • F02M53/04—Injectors with heating, cooling, or thermally-insulating means
  • F02M53/043—Injectors with heating, cooling, or thermally-insulating means with cooling means other than air cooling
• • 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
  • F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
  • F02M2700/07—Nozzles and injectors with controllable fuel supply
  • F02M2700/077—Injectors having cooling or heating means

Definitions

• the invention relates to an injection nozzle for injecting fuel into the combustion chamber of an internal combustion engine with a nozzle needle which is axially displaceable in an injector nozzle and which dips into a control chamber which can be supplied with fuel under pressure, the pressure of which is supplied via the at least one inlet. or drainage channel for fuel opening or closing control valve is controllable.
• Such an injection nozzle has become known, for example, from DE 19738351 A1.
• Another injector is known from DE 3141070 C3, in which a cooling is provided, wherein the cooling channel of the injector is connected to the lubricating oil system of the engine and opens freely into the cylinder head.
• Injectors for common rail systems for injecting high-viscosity fuels into the combustion chamber of internal combustion engines are known in various forms.
• heating to up to 150 0 C is erfor ⁇ sary to achieve the necessary injection viscosity.
• With a high proportion of abrasive solids and a high temperature naturally increases the Veschl employ and thus affects the reliability.
• an injector for a Commonraileinspritz- system has different parts, which are usually held together by a nozzle retaining nut.
• the actual injector nozzle contains a nozzle needle, which is axially displaceably guided in the nozzle body of the injector nozzle and has a plurality of free surfaces through which fuel can flow to the needle tip from the nozzle antechamber.
• the nozzle needle itself carries a collar on which a compression spring is supported, and immersed in a control chamber, which can be acted upon with fuel under pressure.
• This control room can running channel via an inlet throttle and an outlet channel to be connected via an outlet throttle, wherein the respective pressure built up in the control chamber together with the force of the compression spring holds the nozzle needle in the closed position.
• the pressure in the control chamber can be controlled by a control valve, which is usually operated by an electromagnet. With appropriate wiring, an opening of the control valve can cause a drainage of the fuel via a throttle, so that a decrease in the hydraulic holding force leads to the immersed into the control chamber end face of the nozzle needle for opening the nozzle needle. In this way, the fuel can pass through the injection openings in the combustion chamber of the engine in the sequence.
• an inlet throttle is usually also provided, wherein the opening speed of the nozzle needle is determined by the flow difference between the inlet and outlet throttle.
• the invention now aims to provide a design of a Der ⁇ like control valve, which remains trouble-prone even at high temperatures and even with highly viscous oils and even under extreme conditions has an increased reliability.
• the training is made such that channels are arranged in the region of the nozzle needle, which are connected to lubricating oil or engine oil lines and can be flowed through by lubricating oil or engine oil and / or in the area of the control valve and / or. or a solenoid valve actuating the control valve are arranged, which are connected to lubricating oil or engine oil lines and can be flowed through by lubricating oil or engine oil.
• a corresponding guidance of lubricant channels through the nozzle body leads to a fundamental cooling of the Injector, wherein particularly exposed components such as the valve needle and the valve seat can be flushed in a particularly vorteil ⁇ manner of such a coolant.
• the embodiment is advantageously such that a stub with emery oil, in particular engine oil, opens at the valve needle which cooperates with the valve seat.
• the region of the valve seat can in this case be designed such that the valve seat of the valve is arranged in a separate from the Ventilkör ⁇ valve sleeve made of wear-resistant material, the separate valve sleeve can be floatingly mounted in a space of the valve body, which is also a particularly easy interchangeability of possibly dense components results.
• valve sleeve allows the arrangement of a number of additional control channels in the valve bush carrying the valve body, without causing unwanted Materialschisse ⁇ chungen.
• the design may be so affected that the valve bushing has grooves or chamfers on its cylindrical outer surfaces and the end face or grooves to form a drain and / or feed throttle for fuel into or out of the control chamber, thereby forming channels. whereby a number of additional functions are available via the channels formed in this way.
• the design can advantageously be such that the valve needle carries grooves or grooves on its jacket which are connected to the jacket of the valve needle cooperating stub lines, such a stub can serve cooling and lubrication by engine oil.
• FIG. 3 shows a section through a first inventive design of the control valve
• Figure 4 shows a representation of the injector with an inventive control valve and channels for the cooling of the injector
• 5 shows a section through the valve body with pressed-in valve sleeve
• FIG. 6 shows an enlarged Dar- position of the control valve as it is also used in Fig. 4
• Fig. 7 shows the formation of the valve body with a floating valve sleeve for the control valve.
• FIG. 1 shows an injector 1 which has an injector body 2, a valve body 3, an intermediate plate 4 and an injector nozzle 5. All these components are held together by a nozzle lock nut 6.
• the injector nozzle 5 contains hiebei a nozzle needle 7, which is longitudinally displaceably guided in the nozzle body of the injector nozzle 5 and has a plurality of open spaces through which 8 fuel can flow to the needle tip from a Düsenvorraum. During an opening movement of the nozzle needle 7, fuel is injected through a plurality of injection openings 9 into the combustion chamber of the internal combustion engine.
• a collar is visible, on which a compression spring 10 is supported.
• the other end of the compression spring 10 is supported on a control sleeve 11 which itself rests again on the underside of the intermediate plate 4.
• the control sleeve 11 defines with the upper end face of the Düsen ⁇ needle 7 and the underside of the intermediate plate 4 a Steuer ⁇ space 12.
• the prevailing pressure in the control chamber 12 is for the Control of the movement of the nozzle needle significantly.
• the fuel pressure on the one hand in the nozzle front chamber 8 becomes effective via a fuel inlet bore 13 shown in FIG. 2, where it exerts a force in the opening direction of the nozzle needle 7 via a pressure shoulder of the nozzle needle 7.
• this fuel pressure acts on the inlet channel 14 and the inlet throttle 15, as shown in Fig. 2, in the control chamber 12 and supported by the force of the compression spring 10, the Düsen ⁇ needle 7 in its closed position.
• a magnet armature 17 and a valve needle 18 connected to the magnet armature 17 are lifted and a valve seat 19 is opened.
• the fuel from the control chamber 12 can flow in this way through an outlet throttle 20 and the open valve seat 19 in a non-pressurized drain passage 21.
• the fuel from the nozzle antechamber reaches the combustion chamber of the engine through the injection openings 9 in this way.
• the injector nozzle 5 is open, high-pressure fuel simultaneously flows through the inlet throttle 15 into the control chamber 12 and over the outlet throttle 20 a slightly greater amount.
• the so-called control amount is discharged without pressure into the outlet channel 21 and taken in addition to the injection quantity from the common rail.
• the opening speed of the nozzle needle 7 is determined by the flow difference between the supply throttle 15 and the outlet throttle 20.
• FIGS. 1 and 2 The embodiment of an injector shown in FIGS. 1 and 2 is suitable in principle for fuels of low viscosity.
• preheating is required, which requires heating temperatures of a fuel up to 150 0 C.
• highly viscous fuels usually also have a higher proportion of impurities, wherein, in addition to the required heating of the fuel, heating of the solenoid valve by the control current leads to excessive heating and possible destruction of the component. Fuel contaminants would lead to pinching of the valve needle and excessive wear of the valve needle and valve seat after a short time.
• valve seat is arranged here in a valve sleeve 23, which is accommodated in a cylindrically cleared space 24 of the valve body 3.
• the valve sleeve 23 can hiebei either be pressed into the valve body 3, as will be explained in more detail in the following in the illustration of FIG. 5, or between the surface 25 in the Ventil ⁇ body 3, which limits the space 24 upwards and the be guided floating upper end surface of the intermediate plate 4.
• the centering is performed by a cone 26 at the lower end of the valve needle 18. This cone 26 is pressed onto the valve seat in the valve sleeve 23, wherein the floating valve sleeve 23 due to the einwir ⁇ kenden hydraulic forces even in the open state of the Valve is always kept in contact with the intermediate plate.
• the valve sleeve 23 can be made of a particularly wear-resistant hard metal, whereby when excessive Wear on the valve seat 19 of the valve sleeve 23 is detected, a cost-effective replacement together with the valve needle 18 is possible.
• heating of the fuel is necessary in the case of combustion engines operated with heavy oil, with additional heat loads acting on the common rail injectors.
• the projecting into the combustion chamber nozzle tip undergoes heating by the hot combustion gases.
• the control current for the solenoid valve causes further heating.
• cooling is provided in this case in a particularly advantageous manner, wherein the injector is constantly flushed with engine oil.
• the flushing passages in the injector are shown in black in FIG. 4, the engine oil passing through this passage into the area of the nozzle tip and into a chamber 29 of the valve body 3, in which the magnet armature 17 of the solenoid valve is located.
• a ring recess 27 is visible, in which motor oil is also conducted into the guide of the valve needle 18 in the valve body 3 and in this way cleans this area of any deposits and impurities in the heavy oil.
• a valve body is shown in section, in which the valve sleeve 23 is pressed. Channels for supplying the high-pressure fuel to the inlet throttle 15 and for discharging the fuel via the outlet throttle 20 to the valve seat 19 of the valve sleeve 23 are incorporated in the underside of the valve body 3. On the cylindrical outer contour of the valve sleeve 23, a plurality of surfaces are worked together with grooves on the top of the valve sleeve 23 a connection of the outlet throttle 20 via at least one of the open spaces formed and limited flow channel 28 to the valve seat.
• a valve body is shown in section, wherein a ring recess 27 can be seen, which makes it possible that from the valve seat 19 up coming leak fuel and the top of the valve needle 18 along leaked engine oil are fed into a non-pressurized flow.
• Fig. 7 the section of a valve body is shown with floating valve sleeve.
• the fuel supply from the outlet throttle to the valve seat of the valve bush takes place here via a hollow cylindrical space between the valve body and the floating valve bushing 23.

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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)
• Nonmetallic Welding Materials (AREA)

Applications Claiming Priority (2)

Publications (2)

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• 2004
  • 2004-08-24 AT AT0142404A patent/AT500773B8/de not_active IP Right Cessation
• 2005
  • 2005-08-18 WO PCT/AT2005/000330 patent/WO2006021014A1/fr active Application Filing
  • 2005-08-18 AT AT05772740T patent/ATE452287T1/de not_active IP Right Cessation
  • 2005-08-18 EP EP05772740A patent/EP1781931B1/fr active Active
  • 2005-08-18 US US11/660,973 patent/US7383794B2/en not_active Expired - Fee Related
  • 2005-08-18 CN CNB2005800283847A patent/CN100510382C/zh not_active Expired - Fee Related
  • 2005-08-18 JP JP2007528501A patent/JP4795350B2/ja active Active
  • 2005-08-18 DE DE502005008715T patent/DE502005008715D1/de active Active
  • 2005-08-18 KR KR1020077004939A patent/KR100850594B1/ko active IP Right Grant

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