EP2655850A1 - Kraftstoffeinspritzventil für brennkraftmaschinen - Google Patents
Kraftstoffeinspritzventil für brennkraftmaschinenInfo
- Publication number
- EP2655850A1 EP2655850A1 EP11804571.5A EP11804571A EP2655850A1 EP 2655850 A1 EP2655850 A1 EP 2655850A1 EP 11804571 A EP11804571 A EP 11804571A EP 2655850 A1 EP2655850 A1 EP 2655850A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- fuel
- valve
- chamber
- storage volume
- 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
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 88
- 238000002347 injection Methods 0.000 title claims abstract description 58
- 239000007924 injection Substances 0.000 title claims abstract description 58
- 238000002485 combustion reaction Methods 0.000 title claims description 20
- 238000013016 damping Methods 0.000 claims abstract description 27
- 241001499740 Plantago alpina Species 0.000 claims description 6
- 230000010355 oscillation Effects 0.000 description 8
- 239000000463 material Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000002238 attenuated effect Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- ADNPLDHMAVUMIW-CUZNLEPHSA-N substance P Chemical compound C([C@@H](C(=O)NCC(=O)N[C@@H](CC(C)C)C(=O)N[C@@H](CCSC)C(N)=O)NC(=O)[C@H](CC=1C=CC=CC=1)NC(=O)[C@H](CCC(N)=O)NC(=O)[C@H](CCC(N)=O)NC(=O)[C@H]1N(CCC1)C(=O)[C@H](CCCCN)NC(=O)[C@H]1N(CCC1)C(=O)[C@@H](N)CCCN=C(N)N)C1=CC=CC=C1 ADNPLDHMAVUMIW-CUZNLEPHSA-N 0.000 description 1
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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/28—Details of throttles in fuel-injection apparatus
-
- 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
- F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
- F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations
-
- 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
- F02M2200/40—Fuel-injection apparatus with fuel accumulators, e.g. a fuel injector having an integrated fuel accumulator
Definitions
- the invention relates to a fuel injection valve for internal combustion engines, as it is preferably used for high-speed internal combustion engines.
- the injection of the fuel takes place in a very short period of time of hardly more than 2 milliseconds and at pressures up to 2000 bar and above.
- These highly dynamic processes periodically accelerate and decelerate the fuel in the fuel lines and in the injector.
- the pressure that is usually provided in the high-pressure accumulator locally be significantly exceeded.
- particularly high pressures are achieved when different pressure waves form, for example, in the fuel ei ns p ritz ve nti I and in the high-pressure accumulator, and superimpose constructively these pressure waves.
- Fuel A ns p ritz venti I known which has a damping chamber which is formed in the housing of the fuel i ns p ritz ve nti Is and connected to the pressure chamber, which surrounds the valve needle, via a throttle.
- pressure oscillations within the fuel injection valve can be damped, in particular in the region of the valve needle, but only very selectively, since the formation of the damping volume and the connection throttle for the respective high-pressure region only provides for damping in the region of this connection bore.
- the fuel injection valve according to the invention has a piston-shaped valve needle, which is surrounded by a pressure chamber and which cooperates with a valve seat for controlling the fuel flow from the pressure chamber to at least one injection opening.
- a storage volume is formed in the housing of the fuel substance p ritz ve nti Is, which is connected to the pressure chamber via a damping throttle, wherein there is also an inlet throttle which controls the flow rate Damping chamber connects to a control chamber whose fuel pressure acts at least indirectly on the valve needle in the closing direction.
- the damping throttle between the pressure chamber and the storage volume is formed as a bore within the valve needle, wherein the valve needle penetrates both the pressure chamber and the storage volume.
- This embodiment has the advantage that the damping throttle can be formed on a component to be manufactured separately, namely the valve needle, so that a simple, cost-effective and highly accurate production is possible.
- it has the advantage that different valve needles can be used with different damping throttles, which can be adapted to the needs of the application of the injector to the respective internal combustion engine.
- the damping throttle is designed as a bore within the housing of the fuel injection valve, which has the advantage that the valve needle can be the same for all injection valve types to be expected, while the damping throttle must be adapted in each case.
- this damping throttle can be formed in a correspondingly easily accessible separate component, so that the fuel can be produced in a simple manner and at a reasonable cost.
- the pressure chamber is connected directly to a high-pressure inlet, via the fuel from high pressure can be introduced. In this case, it is advantageously provided that the high-pressure inlet is connected via a high-pressure line to a common high-pressure accumulator, the so-called rail.
- This design makes it possible for the storage volume in the injector to be completed on all sides, except for the damper and the inlet throttle, so that it can optimally fulfill its task as storage and damping volume.
- the high-pressure inlet is formed as a bore in the housing, wherein the bore emerges depending on the installation position of the fuel injection valve either at the level of the pressure chamber from the housing or is guided through a high-pressure bore to another point of the injector, wherein the high-pressure bore within the housing runs and has no connection to the storage volume within the fuel injection valve.
- FIG. 1 shows a schematic representation of a fuel injection valve according to the invention in longitudinal section together with some add-on components
- FIG 2 shows another embodiment in the same representation as Figure 1 and
- FIG. 3 shows a further exemplary embodiment in the same illustration as FIG. 1 or 2.
- FIG. 1 shows a first exemplary embodiment of the fuel injection valve according to the invention.
- the fuel injection valve has a housing 1, in which a pressure chamber 3 and a storage volume 7 are formed.
- a piston-shaped valve needle 5 is arranged longitudinally displaceable, wherein the valve needle 5 is guided in a guide portion 15 in the housing 1, so that in this area between the valve needle 5 and the housing 1 virtually no fuel between the pressure chamber. 3 and the storage volume 7 can flow.
- the valve needle 5 has at its lower end in the drawing, a valve sealing surface 10 which is designed substantially conical and with a likewise substantially conical valve seat 8, which is formed at the combustion chamber end of the pressure chamber 3, for controlling the flow of fuel from the pressure chamber. 3 cooperates to a plurality of injection openings 9.
- the injection openings 9 are in this case formed in the housing 1 and form the openings through which the fuel is injected into the combustion chamber of the corresponding internal combustion engine.
- the valve needle 5 is guided at its end remote from the valve seat within the housing 1 and limits together with the housing 1 a control chamber 16.
- the fuel pressure acting in the control chamber 16 acts on the valve seat facing end face of the valve needle 5 and generates a resulting closing force on the valve needle. 5 in the direction of the valve seat 8.
- a closing spring 17 which is disposed within the storage volume 7 and is supported on a connected to the valve needle 5 support ring 18. This closing spring 17 is mainly used to keep the valve needle 5 in the pressureless state of the fuel injection system in its closed position.
- an alternating fuel pressure can be used in the control chamber 16.
- a control valve 25 which is either integrated in the housing 1, or - as shown here - can be made as a separate component.
- the control valve 25 is designed as a 2/2-way valve and controls the flow of fuel from an outlet throttle 27, can be controlled by the fuel from the control chamber 16 in a leakage oil chamber 28.
- the inlet throttle 26, which is formed in the housing 1 and connects the storage volume 7 with the control chamber 16 is used.
- the inlet throttle 26 and the outlet throttle 27 are in this case matched to one another that with the control valve 25 open, more fuel flows out of the control chamber 16 than can flow in via the inlet throttle 26, so that a pressure reduction in the control chamber 16 occurs. If the control valve 25 is closed, fuel flows via the inlet throttle 26 into the control chamber 16 until the fuel pressure in the control chamber 16 corresponds to the pressure in the storage volume 7 and the valve needle 5 is pressed into its closed position, ie in contact with the valve seat 8.
- a damping throttle 12 is formed within the valve needle 5, so that fuel can flow attenuated between the pressure chamber 3 and the storage volume 7.
- a high pressure port 20 is provided in the housing 1 at the level of the pressure chamber 3, which is connected via a high pressure line 22 to a high pressure accumulator 24.
- fuel is always provided under injection pressure which, depending on the operating state of the internal combustion engine, may amount to a few hundred or up to 2000 bar, in some cases even higher.
- the valve needle 5 moves away from the valve seat 8 due to the lowering of the fuel pressure in the control chamber 16 and releases the injection openings 9.
- fuel exits the pressure chamber 3 through the injection openings 9 and thus enters the combustion chamber of the corresponding internal combustion engine.
- the fuel exiting via the injection openings 9 is supplied via the high-pressure line 22 and thus ultimately from the high-pressure accumulator 24 and also from the storage volume 7 of the fuel injection valve, so that approximately constant injection pressure is present at the injection openings 9.
- the fuel column which has set in motion by the injection in the pressure chamber 3 and also in the high-pressure lines 22, abruptly decelerated, so that the kinetic energy converts into pressure energy and corresponding pressure oscillations within the pressure chamber 3 and in the high pressure line 22 leads. Since there now comes to pressure differences at the damping throttle 12 between the pressure chamber 3 and the storage volume 7, fuel flows through the damping throttle 12 from the pressure chamber 3 in the storage volume 7 and vice versa, so that the pressure oscillations within the pressure chamber 3 and possibly the high-pressure line 22 damped quickly and very quickly a static state is reached again. The injection valve is thereby in a defined state before the next fuel injection.
- FIG. 2 shows a further exemplary embodiment of the fuel injection valve according to the invention, wherein FIG. 2 differs from FIG. 1 only in the arrangement of the damping throttle 12. This is no longer formed in this embodiment as a transverse bore within the valve needle 5, but as a bore or channel within the housing 1 of the fuel injection valve. It can be provided in this case that the housing 1 is formed in several parts and the damping throttle 12 is formed in a component that can be processed well, so that the damping throttle can be produced inexpensively and with the necessary precision.
- FIG. 3 shows a further exemplary embodiment of the fuel injection valve according to the invention, this embodiment differing from that shown in FIG. 1 only in that the high-pressure port 20 is not formed laterally on the housing.
- the arrangement of the high-pressure port 20 on the side of the fuel ei ns p ritz venti I, as shown in Figure 1, requires at this point accessibility for the high-pressure line 22, which is not given in all internal combustion engines. If the fuel is to be supplied from the front side of the fuel injection valve facing away from the combustion chamber, then a high-pressure passage 21 can be formed within the housing 1 which connects the pressure chamber 3 directly to the fuel connection at the combustion chamber outlet. The front side of the fuel material is connected to the fuel injection port, from where finally the high-pressure line 22 to the high-pressure accumulator 24 emerges.
- the diameter of the damping throttle 12 is measured according to the volumes of the pressure chamber 3 and storage volume 7, wherein cross-sectional areas of the
- Damping choke have proven to be useful, which should be less than 1 mm 2, preferably less than 1.5 mm 2 .
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE201010064057 DE102010064057A1 (de) | 2010-12-23 | 2010-12-23 | Kraftstoffeinspritzventil für Brennkraftmaschinen |
PCT/EP2011/073755 WO2012085186A1 (de) | 2010-12-23 | 2011-12-22 | Kraftstoffeinspritzventil für brennkraftmaschinen |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2655850A1 true EP2655850A1 (de) | 2013-10-30 |
EP2655850B1 EP2655850B1 (de) | 2015-09-09 |
Family
ID=45443114
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP11804571.5A Not-in-force EP2655850B1 (de) | 2010-12-23 | 2011-12-22 | Kraftstoffeinspritzventil für brennkraftmaschinen |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP2655850B1 (de) |
CN (1) | CN103261660B (de) |
DE (1) | DE102010064057A1 (de) |
WO (1) | WO2012085186A1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2559598A (en) * | 2017-02-10 | 2018-08-15 | Delphi Int Operations Luxembourg Sarl | Fuel injector nozzle assembly |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB9508623D0 (en) * | 1995-04-28 | 1995-06-14 | Lucas Ind Plc | "Fuel injection nozzle" |
DE19727896A1 (de) * | 1997-07-01 | 1999-01-07 | Bosch Gmbh Robert | Kraftstoffeinspritzventil |
DE10121891A1 (de) | 2001-05-05 | 2002-11-07 | Bosch Gmbh Robert | Kraftstoffeinspritzventil für Brennkraftmaschinen |
DE102004005451A1 (de) * | 2004-02-04 | 2005-08-25 | Robert Bosch Gmbh | Kraftstoffeinspritzsystem für Brennkraftmaschinen |
CN1715638A (zh) * | 2004-06-28 | 2006-01-04 | 株式会社电装 | 内燃机的燃油喷射阀 |
JP4532398B2 (ja) * | 2005-12-08 | 2010-08-25 | トヨタ自動車株式会社 | 燃料噴射装置 |
DE102005062549A1 (de) * | 2005-12-27 | 2007-07-05 | Robert Bosch Gmbh | Kraftstoffinjektor für eine Brennkraftmaschine, sowie Verfahren zum Herstellen eines Steuerventils für einen Kraftstoffinjektor |
DE102006060657A1 (de) * | 2006-12-21 | 2008-07-03 | Robert Bosch Gmbh | Brennstoffeinspritzventil |
DE102008002153B4 (de) | 2008-06-02 | 2016-02-18 | Robert Bosch Gmbh | Kraftstoff-Injektor |
DE102008041553A1 (de) * | 2008-08-26 | 2010-03-04 | Robert Bosch Gmbh | Kraftstoff-Injektor |
-
2010
- 2010-12-23 DE DE201010064057 patent/DE102010064057A1/de not_active Withdrawn
-
2011
- 2011-12-22 WO PCT/EP2011/073755 patent/WO2012085186A1/de active Application Filing
- 2011-12-22 CN CN201180061369.8A patent/CN103261660B/zh not_active Expired - Fee Related
- 2011-12-22 EP EP11804571.5A patent/EP2655850B1/de not_active Not-in-force
Non-Patent Citations (1)
Title |
---|
See references of WO2012085186A1 * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2559598A (en) * | 2017-02-10 | 2018-08-15 | Delphi Int Operations Luxembourg Sarl | Fuel injector nozzle assembly |
GB2559598B (en) * | 2017-02-10 | 2020-04-08 | Delphi Tech Ip Ltd | Fuel injector nozzle assembly |
Also Published As
Publication number | Publication date |
---|---|
DE102010064057A1 (de) | 2012-06-28 |
WO2012085186A1 (de) | 2012-06-28 |
CN103261660B (zh) | 2016-01-13 |
CN103261660A (zh) | 2013-08-21 |
EP2655850B1 (de) | 2015-09-09 |
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