US20020026923A1 - Injection nozzle and a method for forming a fuel-air mixture - Google Patents
Injection nozzle and a method for forming a fuel-air mixture Download PDFInfo
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- US20020026923A1 US20020026923A1 US09/810,646 US81064601A US2002026923A1 US 20020026923 A1 US20020026923 A1 US 20020026923A1 US 81064601 A US81064601 A US 81064601A US 2002026923 A1 US2002026923 A1 US 2002026923A1
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- Prior art keywords
- injection nozzle
- fuel
- recited
- injection
- cone
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Classifications
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- 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
- F02M61/08—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 the valves opening in direction of fuel flow
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- 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
- F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
- F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
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- 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
- F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
- F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
- F02M45/10—Other injectors with multiple-part delivery, e.g. with vibrating valves
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/12—Other methods of operation
- F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to a cylinder head for an internal combustion engine, having a spark plug, provided in the combustion chamber, and an injection nozzle that has a housing end face and a closure element that is movable by an actuator and has a closure member.
- the invention also relates to a method for forming an ignitable fuel-air mixture.
- a method for forming an ignitable fuel-air mixture is already known from the German Patent 196 42 653 C1.
- an ignitable fuel-air mixture can be formed in the cylinders of direct-injection internal combustion engines, in that after a valve element has lifted off from a valve seat surrounding a nozzle opening, thus releasing the nozzle opening, fuel is injected by an injector into each combustion chamber bounded by a piston.
- the opening stroke of the valve element and the injection time are variably adjustable in order to permit an internal mixture formation, optimized with respect to consumption and emissions, in each operating point of the entire characteristics map under all operating conditions of the internal combustion engine, particularly in stratified operation.
- the object of the present invention is to ensure ignition reliability in every operating point, and to avoid a change in the fuel-jet geometry due to combustion residues at the nozzle opening of the injection nozzle.
- a housing end face of the injection nozzle forms a common, planar surface with the closure member in the closed state of the injection nozzle. Achieved by this is that the combustion residues, which accumulate in the region of the nozzle outlet, are broken up by the outwardly opening valve member during the next injection process and are detached by the emergent fuel jet. A growth in combustion residues in the region of the outlet opening or nozzle opening is prevented in this manner.
- planar surface of the closure member and the housing end face of the injection nozzle form a cone-shaped lateral surface directed toward the combustion chamber, and that the closure member has a conical sealing surface sealing the nozzle opening, and a cone-shaped lateral surface directed toward the combustion chamber.
- an additional possibility is for the injection nozzle to have a housing wall whose inner side is curve-shaped or conical and/or is constructed as a diffuser in the region of the nozzle opening, and for the generatrix of the conical sealing surface of the closure element to run tangentially or in parallel with respect to the curve-shaped or conical part of the housing wall, the generatrix of the fuel cone running in parallel with respect to the sealing surface or tangentially with respect to the curve-shaped part of the housing wall and forming a right angle with the outer conical surfaces.
- the tangentially arranged sealing surfaces form no outward corners or edges on which combustion residues could accumulate.
- the fuel jet continuously accelerated because of the nozzle shape, therefore emerges at right angles from the nozzle opening and cannot be influenced by existing combustion residues in the further region of the outlet opening.
- the fuel jet emerging from the injection nozzle is more or less conical, and exhibits a constant jet angle ⁇ regardless of the position or setting of the closure element.
- the jet angle becomes independent of the fuel quantity introduced. The optimal mixture formation can therefore be ensured in every operating point.
- a nozzle opening of the injection nozzle has a distance (A) of 1 mm to 8 mm to a combustion-chamber top, and a distance (B) of 10 mm to 15 mm to the spark plug, the injection pressure of the injection nozzle varying between 100 bar and 300 bar or between 150 bar and 250 bar.
- the fuel-jet formation in the form of a toroidal swirl, necessary for an optimal mixture formation, is thereby achieved.
- the position of the spark plug and that of the fuel jet are decisive parameters.
- the combustion-chamber top exhibits an angle ⁇ , the jet angle ⁇ being 10% to 50% smaller than angle ⁇ of the combustion-chamber top. Wetting of the combustion-chamber top, i.e. striking of the toroidal swirl on the combustion-chamber top can thus be prevented.
- the fuel jet exhibits at least one, or one inner and one outer toroidal swirl at the end of its cone envelope in the region of the piston. Optimal mixture formation is consequently achieved in the entire combustion chamber.
- the closure element is mounted in a coaxially rotational manner, and is movable at any time by the actuator between 10 ⁇ m and 80 ⁇ m axially into the combustion chamber. Therefore, the rotatable closure member carries a speed component in the circumferential direction into the fuel jet or fuel cone, thus improving the mixture formation and the fuel feed.
- the closure member has a conical sealing surface with an angle ⁇ between 70° and 90° or between 70° and 85°
- a housing of the injection nozzle has a curve-shaped, parabolic or conical outlet cross-section, which together form the sealing seat or the sealing surface of the injection nozzle.
- the nozzle opening continuously tapers toward the outlet, and the fuel jet is therefore continuously accelerated up to its emergence.
- the fuel jet has a jet angle ⁇ regardless of the position of the closure element.
- the closure member of the injection nozzle is able to be brought into its closed position.
- the fuel feed i.e. the two fuel pulses are thereby fed in a defined manner at the respective instant, and therefore make a perceptible contribution to the optimal mixture formation. Closing of the nozzle opening without a reduction in the fuel pressure at hand markedly improves the respective fuel pulse.
- the fuel is introduced as a fuel cone, and at least one toroidal swirl is produced at the end of its cone-shaped lateral surface in the region of a piston.
- the toroidal swirl carries the introduced fuel inside and outside of the fuel cone into the further regions of the combustion chamber, and above all into the region of the spark plug.
- FIG. 1 shows a sectional view of the injection nozzle of the injector
- FIG. 2 shows a sectional view of one cylinder with piston, injection nozzle and spark plug
- FIG. 3 shows a sectional view of one cylinder with piston, injection nozzle spark plug and toroidal swirl.
- FIG. 1 shows an injection nozzle 1 having a closure element 6 and a closure member 10 .
- it has a cylindrical housing 17 formed about a longitudinal axis, and a fuel chamber 18 situated between housing wall 17 and closure element 6 .
- Closure element 6 is mechanically coupled at its upper end to an actuator (not shown) and to a return spring.
- the actuator is a piezo element which expands under electrical voltage, and thereby ensures the lift of closure element 6 .
- the pressure prevailing in fuel chamber 18 exerts a restoring force on an upper end face (not shown) of closure element 6 . The imperviousness of injection nozzle 1 is therefore ensured at every instant.
- Injection nozzle 1 has a nozzle opening 4 , as well as closure member 10 .
- Nozzle opening 4 is first of all formed by a curve-shaped part 25 at the lower end of housing wall 17 .
- Curve-shaped part 25 of housing wall 17 is designed to be curve-shaped or parabolic in cross-section on the inner side, i.e. at the end of fuel chamber 18 .
- Closure member 10 is formed as a double cone, that is to say, it has a cone, i.e. a conical outer surface 26 , both downward toward the combustion-chamber side, as well as inward toward combustion chamber 2 .
- This inner part represents a conical sealing surface 24 and, together with inner, curve-shaped or parabolic part 25 of housing 17 , forms a sealing seat 14 and nozzle opening 4 , respectively.
- the cone generatrix of cone 24 forms the tangent to inner, curve-shaped part 25 of nozzle opening 4 .
- both sealing surfaces 24 , 25 ultimately run in parallel and form a right angle with outer generatrix 25 of closure member 10 .
- End face 27 of housing wall 17 located in this region is accordingly formed as a partial conical surface and has a planar junction, that is to say, a common conical surface with a cone-shaped lateral surface, i.e. generatrix 26 in the closed state of injection nozzle 1 . Consequently, in the closed state, cone-shaped lateral surface 26 is enlarged by the lower part of housing 17 , i.e. end face 27 .
- the cross-section of fuel chamber 18 therefore tapers continuously toward sealing seat 14 and is equal to zero there in the closed state.
- closure member 10 with its sealing surface 24 is lifted from curve-shaped part 25 of housing 17 into combustion chamber 2 , and therefore frees nozzle opening 4 for the fuel at hand.
- the opening stroke of closure element 6 and the duration of time that nozzle opening 4 is released determine the rate of fuel flow through nozzle opening 4 , and consequently the total amount or partial amount of fuel fed.
- FIGS. 2 and 3 show one cylinder 12 of a direct-injection internal combustion engine, in which a piston 9 , with a cylinder head 13 closing cylinder 12 , bounds combustion chamber 2 .
- Injection nozzle 1 for fuel is arranged co-axially in cylinder head 13 , with a clearance of 0 mm to 10 mm to a cylinder axis 15 .
- Cylinder head 13 i.e. a combustion-chamber top 8 , is cone-shaped or roof-shaped in this region, injection nozzle 1 being disposed in the highest point, i.e. in the region of the actual cone point or roof ridge.
- a control unit determines specifically for each operating point of the internal combustion engine, the instant, assigned to the position of a crankshaft, i.e. of a respective piston 9 , for the release of a nozzle opening 4 of injection nozzle 1 .
- the fuel enters through it as fuel cone 7 in different partial sections of an injection cycle, into combustion chamber 2 .
- An ignitable fuel-air mixture is formed in combustion chamber 2 by the charge air, supplied to cylinder 12 through the intake port (not shown), and the injected fuel.
- the fuel is injected during the compression stroke. With the injection process, a mixture cloud forms in combustion chamber 2 starting from injected fuel cone 7 .
- Fuel cone 7 forms an angle ⁇ between 70° and 90° which is always somewhat smaller than angle ⁇ of combustion-chamber top 8 .
- a spark plug 3 is positioned in combustion chamber 2 in such a way that its center axis is oriented more or less normal to, i.e. with a deviation between 0° and 30°, to fuel cone envelope 7 , which means fuel cone envelope 7 essentially does not moisten a ground electrode 3 ′ of spark plug 3 .
- toroidal swirls 11 , 11 ′ develop in the region of piston 9 , starting from the fuel-jet generatrix (see FIG. 2).
- Toroidal swirl 11 develops due to a rolling-up of fuel cone 7 starting from the generatrix of fuel cone 7 , before fuel cone 7 strikes piston 9 .
- a toroidal swirl 11 forms on the outer side of the cone over the cone periphery toward combustion-chamber top 8 .
- outer toroidal swirl 11 develops above fuel cone 7 , an ignitable, unthinned fuel-air mixture is formed in the region of spark plug 3 , that is, at its electrode 3 ′.
- a second toroidal swirl 11 ′ develops within fuel cone 7 .
- an ignitable, unthinned fuel-air mixture is produced in the region of injection nozzle 1 .
Abstract
Description
- The present invention relates to a cylinder head for an internal combustion engine, having a spark plug, provided in the combustion chamber, and an injection nozzle that has a housing end face and a closure element that is movable by an actuator and has a closure member. The invention also relates to a method for forming an ignitable fuel-air mixture.
- A method for forming an ignitable fuel-air mixture is already known from the German Patent 196 42 653 C1. In that case, an ignitable fuel-air mixture can be formed in the cylinders of direct-injection internal combustion engines, in that after a valve element has lifted off from a valve seat surrounding a nozzle opening, thus releasing the nozzle opening, fuel is injected by an injector into each combustion chamber bounded by a piston. The opening stroke of the valve element and the injection time are variably adjustable in order to permit an internal mixture formation, optimized with respect to consumption and emissions, in each operating point of the entire characteristics map under all operating conditions of the internal combustion engine, particularly in stratified operation. In this case, a change in the jet geometry due to combustion residues at the nozzle opening of the injection nozzle, and thus an increased soot output as a result of poor mixture formation in stratified lean operation, as well as the reduction in ignition reliability due to changing mixture quality at the spark plug are possible. Moreover, increased components of unburned fuel result due to thinning of mixture regions in stratified lean operation. Added to this are a wetting of the spark plug and consequently its failure due to carbon fouling, increased emissions because of incomplete combustion of the mixture state at the spark plug owing to statistical scattering of the injection jet, and a collapse of the injection jet caused by the combustion residues at the nozzle opening.
- The object of the present invention is to ensure ignition reliability in every operating point, and to avoid a change in the fuel-jet geometry due to combustion residues at the nozzle opening of the injection nozzle.
- The objective is achieved according to the present invention in that a housing end face of the injection nozzle forms a common, planar surface with the closure member in the closed state of the injection nozzle. Achieved by this is that the combustion residues, which accumulate in the region of the nozzle outlet, are broken up by the outwardly opening valve member during the next injection process and are detached by the emergent fuel jet. A growth in combustion residues in the region of the outlet opening or nozzle opening is prevented in this manner.
- To this end, it is advantageous that the planar surface of the closure member and the housing end face of the injection nozzle form a cone-shaped lateral surface directed toward the combustion chamber, and that the closure member has a conical sealing surface sealing the nozzle opening, and a cone-shaped lateral surface directed toward the combustion chamber.
- According to a further development, an additional possibility is for the injection nozzle to have a housing wall whose inner side is curve-shaped or conical and/or is constructed as a diffuser in the region of the nozzle opening, and for the generatrix of the conical sealing surface of the closure element to run tangentially or in parallel with respect to the curve-shaped or conical part of the housing wall, the generatrix of the fuel cone running in parallel with respect to the sealing surface or tangentially with respect to the curve-shaped part of the housing wall and forming a right angle with the outer conical surfaces. Thus, the tangentially arranged sealing surfaces form no outward corners or edges on which combustion residues could accumulate. The fuel jet, continuously accelerated because of the nozzle shape, therefore emerges at right angles from the nozzle opening and cannot be influenced by existing combustion residues in the further region of the outlet opening.
- It is also advantageous that the fuel jet emerging from the injection nozzle is more or less conical, and exhibits a constant jet angle α regardless of the position or setting of the closure element. Thus, the jet angle becomes independent of the fuel quantity introduced. The optimal mixture formation can therefore be ensured in every operating point.
- Finally, according to a preferred specific embodiment of the design approach according to the present invention, a nozzle opening of the injection nozzle has a distance (A) of 1 mm to 8 mm to a combustion-chamber top, and a distance (B) of 10 mm to 15 mm to the spark plug, the injection pressure of the injection nozzle varying between 100 bar and 300 bar or between 150 bar and 250 bar. The fuel-jet formation in the form of a toroidal swirl, necessary for an optimal mixture formation, is thereby achieved. In this context, the position of the spark plug and that of the fuel jet are decisive parameters.
- Of particular importance for the present invention is that the combustion-chamber top exhibits an angle β, the jet angle α being 10% to 50% smaller than angle β of the combustion-chamber top. Wetting of the combustion-chamber top, i.e. striking of the toroidal swirl on the combustion-chamber top can thus be prevented.
- In connection with the design and arrangement according to the present invention, it is advantageous that the fuel jet exhibits at least one, or one inner and one outer toroidal swirl at the end of its cone envelope in the region of the piston. Optimal mixture formation is consequently achieved in the entire combustion chamber.
- It is also advantageous that the closure element is mounted in a coaxially rotational manner, and is movable at any time by the actuator between 10 μm and 80 μm axially into the combustion chamber. Therefore, the rotatable closure member carries a speed component in the circumferential direction into the fuel jet or fuel cone, thus improving the mixture formation and the fuel feed.
- In addition, it is advantageous that the closure member has a conical sealing surface with an angle β between 70° and 90° or between 70° and 85°, and a housing of the injection nozzle has a curve-shaped, parabolic or conical outlet cross-section, which together form the sealing seat or the sealing surface of the injection nozzle. Achieved by this is that the nozzle opening continuously tapers toward the outlet, and the fuel jet is therefore continuously accelerated up to its emergence. In this context, the fuel jet has a jet angle α regardless of the position of the closure element.
- From the standpoint of process engineering, it is advantageous that after the injection of each partial quantity, the closure member of the injection nozzle is able to be brought into its closed position. The fuel feed, i.e. the two fuel pulses are thereby fed in a defined manner at the respective instant, and therefore make a perceptible contribution to the optimal mixture formation. Closing of the nozzle opening without a reduction in the fuel pressure at hand markedly improves the respective fuel pulse.
- In this connection, it is also advantageous that 70% to 99% or 80% to 99% of the entire fuel quantity is first introduced, and after 0.05 ms to 0.4 ms or 1° to 5° arc of crankshaft rotation, the remaining partial quantity is introduced, the injection cycle being completed between 50° and 5° arc of crankshaft rotation before top dead center. The main fuel quantity introduced first is optimally prepared by the second pulse, resulting in an unthinned, ignitable fuel-air mixture.
- It is also advantageous that the fuel is introduced as a fuel cone, and at least one toroidal swirl is produced at the end of its cone-shaped lateral surface in the region of a piston. The toroidal swirl carries the introduced fuel inside and outside of the fuel cone into the further regions of the combustion chamber, and above all into the region of the spark plug.
- Further advantages and particulars of the present invention are clarified in the patent claims and in the description, and are depicted in the Figures, in which:
- FIG. 1: shows a sectional view of the injection nozzle of the injector;
- FIG. 2: shows a sectional view of one cylinder with piston, injection nozzle and spark plug;
- FIG. 3: shows a sectional view of one cylinder with piston, injection nozzle spark plug and toroidal swirl.
- FIG. 1 shows an injection nozzle1 having a
closure element 6 and aclosure member 10. In addition, it has acylindrical housing 17 formed about a longitudinal axis, and afuel chamber 18 situated betweenhousing wall 17 andclosure element 6. -
Closure element 6 is mechanically coupled at its upper end to an actuator (not shown) and to a return spring. The actuator is a piezo element which expands under electrical voltage, and thereby ensures the lift ofclosure element 6. In addition to the spring energy, the pressure prevailing infuel chamber 18 exerts a restoring force on an upper end face (not shown) ofclosure element 6. The imperviousness of injection nozzle 1 is therefore ensured at every instant. - Injection nozzle1 has a nozzle opening 4, as well as
closure member 10. Nozzle opening 4 is first of all formed by a curve-shaped part 25 at the lower end ofhousing wall 17. Curve-shaped part 25 ofhousing wall 17 is designed to be curve-shaped or parabolic in cross-section on the inner side, i.e. at the end offuel chamber 18. - Closure
member 10 is formed as a double cone, that is to say, it has a cone, i.e. a conicalouter surface 26, both downward toward the combustion-chamber side, as well as inward toward combustion chamber 2. This inner part represents aconical sealing surface 24 and, together with inner, curve-shaped orparabolic part 25 ofhousing 17, forms a sealingseat 14 and nozzle opening 4, respectively. In this context, the cone generatrix ofcone 24 forms the tangent to inner, curve-shaped part 25 of nozzle opening 4. Toward an outer side, i.e. towardhousing end face 27 of injection nozzle 1, bothsealing surfaces outer generatrix 25 ofclosure member 10.End face 27 ofhousing wall 17 located in this region is accordingly formed as a partial conical surface and has a planar junction, that is to say, a common conical surface with a cone-shaped lateral surface, i.e.generatrix 26 in the closed state of injection nozzle 1. Consequently, in the closed state, cone-shapedlateral surface 26 is enlarged by the lower part ofhousing 17, i.e.end face 27. The cross-section offuel chamber 18 therefore tapers continuously toward sealingseat 14 and is equal to zero there in the closed state. - In response to an axial shift of
closure element 6,closure member 10 with itssealing surface 24 is lifted from curve-shaped part 25 ofhousing 17 into combustion chamber 2, and therefore frees nozzle opening 4 for the fuel at hand. In this context, the opening stroke ofclosure element 6 and the duration of time that nozzle opening 4 is released determine the rate of fuel flow through nozzle opening 4, and consequently the total amount or partial amount of fuel fed. - FIGS. 2 and 3 show one
cylinder 12 of a direct-injection internal combustion engine, in which apiston 9, with acylinder head 13closing cylinder 12, bounds combustion chamber 2. Injection nozzle 1 for fuel is arranged co-axially incylinder head 13, with a clearance of 0 mm to 10 mm to acylinder axis 15.Cylinder head 13, i.e. a combustion-chamber top 8, is cone-shaped or roof-shaped in this region, injection nozzle 1 being disposed in the highest point, i.e. in the region of the actual cone point or roof ridge. - A control unit (not shown) determines specifically for each operating point of the internal combustion engine, the instant, assigned to the position of a crankshaft, i.e. of a
respective piston 9, for the release of a nozzle opening 4 of injection nozzle 1. The fuel enters through it as fuel cone 7 in different partial sections of an injection cycle, into combustion chamber 2. - An ignitable fuel-air mixture is formed in combustion chamber2 by the charge air, supplied to
cylinder 12 through the intake port (not shown), and the injected fuel. - In stratified operation, the fuel is injected during the compression stroke. With the injection process, a mixture cloud forms in combustion chamber2 starting from injected fuel cone 7. Fuel cone 7 forms an angle α between 70° and 90° which is always somewhat smaller than angle β of combustion-chamber top 8. A
spark plug 3 is positioned in combustion chamber 2 in such a way that its center axis is oriented more or less normal to, i.e. with a deviation between 0° and 30°, to fuel cone envelope 7, which means fuel cone envelope 7 essentially does not moisten aground electrode 3′ ofspark plug 3. In response to an injection pressure between 100 bar and 300 bar, so-called toroidal swirls 11, 11′ develop in the region ofpiston 9, starting from the fuel-jet generatrix (see FIG. 2).Toroidal swirl 11 develops due to a rolling-up of fuel cone 7 starting from the generatrix of fuel cone 7, before fuel cone 7strikes piston 9. Atoroidal swirl 11 forms on the outer side of the cone over the cone periphery toward combustion-chamber top 8. With the developingtoroidal swirl 11, that is to say, in the region oftoroidal swirl 11, the fuel is mixed with the combustion-chamber air. Since outertoroidal swirl 11 develops above fuel cone 7, an ignitable, unthinned fuel-air mixture is formed in the region ofspark plug 3, that is, at itselectrode 3′. A secondtoroidal swirl 11′ develops within fuel cone 7. In this case, an ignitable, unthinned fuel-air mixture is produced in the region of injection nozzle 1.
Claims (15)
Applications Claiming Priority (3)
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DE10012969.2 | 2000-03-16 | ||
DE10012969 | 2000-03-16 | ||
DE10012969A DE10012969B4 (en) | 2000-03-16 | 2000-03-16 | Injection nozzle and a method for forming a fuel-air mixture |
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US20020026923A1 true US20020026923A1 (en) | 2002-03-07 |
US6629519B1 US6629519B1 (en) | 2003-10-07 |
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US09/810,646 Expired - Lifetime US6629519B1 (en) | 2000-03-16 | 2001-03-16 | Injection nozzle and a method for forming a fuel-air mixture |
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DE (1) | DE10012969B4 (en) |
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Also Published As
Publication number | Publication date |
---|---|
FR2806450B1 (en) | 2007-11-23 |
DE10012969A1 (en) | 2001-11-08 |
US6629519B1 (en) | 2003-10-07 |
FR2806450A1 (en) | 2001-09-21 |
DE10012969B4 (en) | 2008-06-19 |
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