WO2001038723A1 - Soupape d'injection de carburant pour moteurs a combustion interne - Google Patents

Soupape d'injection de carburant pour moteurs a combustion interne Download PDF

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Publication number
WO2001038723A1
WO2001038723A1 PCT/DE2000/003798 DE0003798W WO0138723A1 WO 2001038723 A1 WO2001038723 A1 WO 2001038723A1 DE 0003798 W DE0003798 W DE 0003798W WO 0138723 A1 WO0138723 A1 WO 0138723A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve
valve member
bore
pressure
fuel injection
Prior art date
Application number
PCT/DE2000/003798
Other languages
German (de)
English (en)
Inventor
Werner Wagner
Siegfried Ruthardt
Holger Rapp
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 WO2001038723A1 publication Critical patent/WO2001038723A1/fr

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
    • 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
    • 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
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift

Definitions

  • the invention is based on a fuel injection valve for internal combustion engines according to the preamble of claim 1.
  • a fuel injection valve is known from published application DE 196 11 884.
  • a bore is formed in a valve body, in which a piston-shaped valve member, which is axially movable against a closing force, is arranged.
  • a piston-shaped valve member which is axially movable against a closing force, is arranged.
  • one or more pressure surfaces are formed on the valve member, which are arranged in the pressure chamber and to which a force can be exerted by filling the pressure chamber with fuel under high pressure, which acts counter to the closing force.
  • the closing force is applied at the end of the valve member facing away from the combustion chamber and ideally acts exactly in the axis of symmetry of the valve member. Faults and irregularities can, however, lead to a / deviation of the valve element from the ideal central position. This is possible in particular on the valve seat, which is far away from the guided section of the valve member. Since the closing force is applied far away from the valve seat, there is a relatively large, tilting movement in the event of a deflection
  • the fuel injection valve according to the invention for internal combustion engines with the characterizing features of claim 1 has the advantage that the closing force is exerted on the valve member near the valve sealing surface on the valve member, whereby the tilting moment of the closing force on the valve member is significantly reduced.
  • the valve member has a bore which is coaxial with the axis of the valve member and which is open at its end remote from the combustion chamber.
  • a push pin protrudes into this blind bore, which is supported at the end of the blind bore and which is acted upon by the closing force at its end facing away from the combustion chamber. Due to the introduction of the closing force near the valve sealing surface, there is only a slight tilting moment due to the closing force when the valve member on the valve seat is adjusted. The better centering of the valve member achieved in this way leads to a uniform injection pattern with a plurality of injection openings and to less wear in the region of the guided section of the valve member.
  • a support surface forming the bottom surface of the blind bore is essentially conical and the tip of the pressure pin is in contact with the support surface comes, has a spherical shape.
  • an annular gap is formed between the pressure pin and the wall of the blind bore.
  • the closing force is exerted on the pressure pin by a closing spring.
  • the closing force is exerted on the pressure pin via a pressure piston which can be moved by a hydraulic force.
  • the pressure pin at the end facing away from the valve member merges into a pressure pin head which is guided in a bore. This results in an exact centering of the pressure pin at the end facing away from the valve member, and thus when the valve member is readjusted, which means that the pressure pin is readjusted. This is accompanied by an additional driving moment on the valve member towards the central axis of the bore.
  • FIG. 1 shows a longitudinal section through a fuel injection valve according to the invention
  • FIG. 2 shows a longitudinal section through another fuel injection valve according to the invention
  • FIG. 3 shows an enlarged view of the valve member from FIG. 1 or FIG. 2
  • FIG. 4 shows an enlarged view of FIG. 1 in the area of the push pin head
  • FIG 5 a further embodiment of the push pin head and in FIGS. 6, 7, 8 and 9 different designs of the transition from the pressure piston to the push pin head are shown.
  • FIG. 1 shows a longitudinal section through a fuel injection valve to which the subject matter of the invention is applied.
  • the structure is first explained and then the mode of operation is explained.
  • a bore 7 is formed in the valve body 1, the end of which faces the combustion chamber has a valve seat 22 in which at least one injection opening 28 is formed.
  • a piston-shaped valve member 5 is arranged in the bore 7. net, which is stepped in diameter and is subdivided into a section facing away from the combustion chamber and having a larger diameter, which is guided in the bore 7, and a section facing the combustion chamber and having a smaller diameter.
  • a pressure chamber 20 is formed between the wall of the bore 7 and the section of the valve member 5 which is smaller in diameter and can be filled with fuel under high pressure via an inlet channel 26.
  • a pressure shoulder 6 is formed, which is arranged in the pressure chamber 20 and to which a force is exerted in the axial direction on the valve member 5 by the fuel pressure in the pressure chamber 20.
  • an essentially conical valve sealing surface 24 is formed, which cooperates with the valve seat 22 and closes the injection opening 28 against the pressure chamber 20 in the closed position of the valve member 5.
  • the valve body 1 is clamped with a clamping nut 8 against a valve holding body 2 in which a spring chamber 19 is formed coaxially with the valve member 5.
  • the valve member 5 is connected to a pressure pin head 18 which is arranged in the spring chamber 19 and is movable in the axial direction in the spring chamber 19.
  • a piston-shaped pressure piston 3 adjoins the valve pin 5 facing away from the valve member 5, said piston being arranged so as to be axially movable in a receiving bore 10 formed in the valve holding body 2 and the end facing the combustion chamber comes into contact with the pressure pin head 18.
  • the pressure piston 3 Since the pressure piston 3 is made smaller in diameter than the pressure pin head 18, an annular shoulder remains on the pressure pin head 18, between which and the end of the spring chamber 19 facing away from the combustion chamber there is a pretensioned closing spring 16 which acts on the pressure pin head 18 in the closing direction of the valve member 5 ,
  • the end of the pressure piston 3 facing away from the combustion chamber and the receiving bore 10 delimit a valve control chamber 41 which is connected via an inlet throttle 39 to the inlet 26 and via an outlet throttle 37 to a relief chamber 11 formed in the valve holding body 2.
  • An essentially rotationally symmetrical magnet armature 12 is arranged in the relief chamber 11, and a valve ball 35 is arranged at the end on the combustion chamber side thereof.
  • the magnet armature 12 is acted upon by the force of a closing spring 30 arranged at the end of the relief chamber 11 facing away from the combustion chamber in the direction of the valve member 5, whereby the valve ball 35 is pressed onto the opening of the outlet throttle 37 and the valve control chamber 41 is closed against the relief chamber 11.
  • the relief chamber 11 is connected via a drain channel 32 to a drain line, not shown in the drawing, via which fuel can flow out of the relief chamber 11.
  • an electromagnet 14 is arranged, which by energizing can exert a magnetic force on the magnet armature 12 against the force of the closing spring 30.
  • the fuel injector works as follows: Fuel is introduced into the inlet channel 26 under high pressure via a fuel inlet system, not shown in the drawing, and a certain pressure level in the inlet channel 26 is thereby maintained. If the electromagnet 14 is not energized, the magnet armature 12 is pressed by the force of the closing spring 30 with the valve ball 35 against the opening of the outlet throttle 37. As a result, the valve control chamber 41 is closed against the relief chamber 11, so that because of the inlet throttle 39 in the valve control chamber 41 the fuel pressure is the same as in the inlet channel 26 and in the pressure chamber 20.
  • the diameter of the pressure piston 3 is larger than the diameter of the guided section of the valve member 5, exceeds the hydraulic force on the the end face 43 of the pressure piston 3 which delimits the valve control chamber 41 and faces away from the combustion chamber, the hydraulic force on the pressure shoulder 6 and the valve sealing surface 24.
  • the pressure piston 3 is thereby pressed towards the combustion chamber and presses the valve member 5 with the valve sealing surface 24 against the
  • Valve seat 22 whereby the injection opening 28 is closed.
  • the opening of the fuel injection valve is initiated by energizing the electromagnet 14 and thereby moving the magnet armature 12 in the axial direction away from the combustion chamber towards the electromagnet 14 until it hits a stop formed in the region of the electromagnet 14 and not shown in the drawing comes to the plant.
  • the valve ball 35 is thus lifted from the opening of the outlet throttle 37 and fuel can flow from the valve control chamber 41 into the relief chamber 11.
  • the flow resistances of the outlet throttle 37 and the inlet throttle 39 are dimensioned such that pressure equalization to the inlet channel 26 cannot take place immediately. As a result, the pressure in the valve control chamber 41 drops below the pressure in the inlet channel 26 and the force on the end face 43 of the chamber remote from the combustion chamber
  • Pressure piston 3 drops accordingly and becomes smaller than that on the pressure shoulder 6 and the valve sealing surface 24.
  • the valve member 5 experiences a resultant force in the axial direction away from the combustion chamber and the valve sealing surface 24 lifts off the valve seat 22 and connects the pressure chamber 20 to the combustion chamber.
  • This opening stroke movement is continued until the end face 43 of the pressure piston 3 facing away from the combustion chamber, which serves as a stop surface, comes to rest against the end of the receiving bore 10 facing away from the combustion chamber.
  • the closing of the fuel injection valve is initiated in that the electromagnet 14 is no longer energized and the magnet armature 12 presses the valve ball 35 onto the opening of the outlet throttle 37 by the force of the closing spring 30. Since there is no drain from the valve control chamber 41 in the Relief chamber 11 can take place, the pressure in the valve control chamber 41 adjusts to the pressure in the inlet channel 26 via the inlet throttle 39. Due to the above-described ratios of the diameter of the pressure piston 3 and the valve member 5, the hydraulic force on the end face 43 of the pressure piston 3 again predominates, so that the pressure piston 3 and thus also the valve member 5 are moved in the direction of the combustion chamber and thereby stop the injection process.
  • the closing spring 16 only serves to seal the fuel injection valve in the non-operating state. The closing spring 16 is of secondary importance for the actual opening and closing movement of the valve member 5.
  • FIG. 2 shows a second fuel injection valve to which the subject matter of the invention is applied.
  • the valve body 1 is clamped against the valve holding body 2 with a clamping nut 8 with the interposition of an intermediate disk 56.
  • Pressure chamber 20, as well as valve surface 22, valve seat 24 and injection openings 28, are designed in the same way as in the fuel injection valve shown in FIG. 1.
  • the main differences are that the closing force is applied to the valve member 5 exclusively by a closing spring 54, the force of which is determined by the design, and that the injection process is controlled via the variable fuel pressure in the pressure chamber 20.
  • the valve member 5 is connected to a spring plate 58, which is arranged in a spring chamber 52 formed in the valve holding body 2.
  • the closing spring 54 is arranged under prestress between the spring plate 58 and the end of the spring chamber 52 facing away from the combustion chamber. Due to the force of the closing spring 54, the valve member 5 with the valve sealing surface 22 pressed against the valve seat 24. Magnetic or electrical control devices are not necessary with this fuel injection valve.
  • the fuel injection valve works as follows: The injection process is initiated by the fuel pressure in the inlet channel 26 increasing. This also increases the fuel pressure in the pressure chamber 20 and thus the hydraulic force on the pressure shoulder 6 or the valve sealing surface 24. If the resulting force in the axial direction on the valve member 5 exceeds the force of the closing spring 54, the valve member 5 lifts with the valve sealing surface 24 from the valve seat 22 and fuel is injected into the combustion chamber through the injection opening 28. The opening stroke movement of the valve member 5 continues until the valve member 5 comes to rest against a stop surface formed in the intermediate disk 56. The end of the injection process is initiated by the fact that the fuel pressure decreases in the inlet channel 26 and thus also in the pressure chamber 20.
  • valve member 5 is replaced by the force of the Closing spring 54 is moved toward valve seat 22 until valve sealing surface 24 abuts valve seat 22.
  • the injection openings 28 are closed against the pressure chamber 20 and the injection process is ended.
  • FIG. 3 shows an enlarged illustration of the valve member 5 of the exemplary embodiment shown in FIG. 1 or in FIG. 2.
  • the valve member 5 is constructed to be rotationally symmetrical and has a blind bore 60 which extends coaxially to its longitudinal axis and which extends from the end of the valve member 5 facing away from the combustion chamber into the half of the section of the valve which faces the combustion chamber and is smaller in diameter. limb 5 extends.
  • the end of the blind bore 60 is designed as a support surface 62 which is essentially conical, the tip of the cone cone pointing towards the valve seat 22.
  • the closing force on the valve member 5 is transmitted by a pressure pin 4 which connects to the pressure pin head mentioned in the exemplary embodiment in FIG. 1 or 2.
  • the pressure pin 4 projects into the blind bore 60 and comes into contact with the support surface 62 with its end face, which is designed as a pressure surface 64 and faces the valve seat 22.
  • the outer diameter of the pressure pin 4 is smaller than the inner diameter of the blind bore 60, so that an annular gap 66 is formed between the pressure pin 4 and the inner wall of the blind bore 60.
  • the pressure surface 64 is spherical, so that in interaction with the conical support surface 62 results in a force centering the pressure pin 4 in the blind bore 60 on the pressure pin 4.
  • the force application point of the pressure pin 4 is very close to the valve sealing surface 24, when the valve member 5 is deflected, there is only a slight tilting moment due to the closing force with respect to the valve seat 22. This results in a more precise guidance of the valve member 5 in the bore 7 and a more precise positioning of the valve sealing surface 24 on the valve seat 22. It is a further advantage that the force application point of the pressure pin 4 faces the valve seat towards the guided section of the valve member 5. If, during the closing movement of the valve member 5 on the valve seat 22, the valve member 5 gets caught, which leads to a tilting of the valve member 5, a restoring moment is exerted by the force application point on the valve seat side, which centering the valve member 5 in hole 7 restored. this leads to a reduction in wear in the guided section of the valve member 5.
  • FIG. 4 and FIG. 5 show an enlarged illustration of the end of the pressure pin 4 on the combustion chamber side of the fuel injection valve shown in FIG. 1.
  • the push pin 4 goes away from the combustion chamber into a push pin head
  • FIGS. 6 to 9 show different embodiments of the transition from the pressure piston 3 to the pressure pin head 18.
  • the end face 48 of the pressure piston 3 is ground flat, while the head surface 47 of the pressure pin head 18 has a concave shape.
  • the head surface 47 is also concave, but the end face 48 of the pressure piston 3 is convex.
  • FIG. 8 shows both the head surface 47 of the push pin head 18 and the end face 48 of the pressure piston 3 is formed flat and they lie flat against one another.
  • the top surface of the push pin head 18 is also flat, while the end surface 48 has a convex shape.

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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)

Abstract

L'invention concerne une soupape d'injection de carburant comportant un élément de soupape (5) pouvant coulisser longitudinalement dans un perçage (7) contre une force de fermeture, cet élément de soupape étant logé dans une partie du perçage (7) opposée à la chambre de combustion, le diamètre de cet élément de soupape diminuant en direction de la chambre de combustion, et une chambre de pression (20) pouvant être remplie de carburant étant formée entre l'élément de soupape et la paroi du perçage (7). Une surface de joint de soupape (24) en interaction avec un siège de soupape (22) disposé à l'extrémité du perçage (7), commandant par conséquent au moins une ouverture d'injection (28), est formée sur l'extrémité côté chambre de combustion de l'élément de soupape. L'élément de soupape (5) présente un perçage borgne (60) coaxial à l'axe longitudinal de l'élément de soupape, ouvert sur l'extrémité opposée au siège de soupape, et une tige de pression (4) pénétrant dans ledit perçage s'appuie sur l'extrémité du perçage borgne (60) conçue en tant que surface d'appui (62). La tige de pression (4) s'étend au delà de l'extrémité de l'élément de soupape (5) opposée à la chambre de combustion, et transmet la force de fermeture sur l'élément de soupape (5), par conséquent, l'élément de soupape présente une usure réduite et un schéma d'injection plus uniforme du fait de la réduction des moments de renversement lors d'un désaxage dans le perçage (7).
PCT/DE2000/003798 1999-11-19 2000-10-27 Soupape d'injection de carburant pour moteurs a combustion interne WO2001038723A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE1999155663 DE19955663A1 (de) 1999-11-19 1999-11-19 Kraftstoffeinspritzventil für Brennkraftmaschinen
DE19955663.6 1999-11-19

Publications (1)

Publication Number Publication Date
WO2001038723A1 true WO2001038723A1 (fr) 2001-05-31

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ID=7929599

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2000/003798 WO2001038723A1 (fr) 1999-11-19 2000-10-27 Soupape d'injection de carburant pour moteurs a combustion interne

Country Status (2)

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DE (1) DE19955663A1 (fr)
WO (1) WO2001038723A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1264983A2 (fr) * 2001-06-05 2002-12-11 C.R.F. Società Consortile per Azioni Injecteur de combustible pour moteur

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10148861A1 (de) * 2001-10-04 2003-04-24 Bosch Gmbh Robert Injektor zum Einspritzen von Kraftstoff in die Brennkammer einer Brennkraftmaschine
DE102007011047A1 (de) 2007-03-07 2008-09-11 Robert Bosch Gmbh Magnetventilinjektor
DE102007062702A1 (de) * 2007-12-27 2009-07-02 Robert Bosch Gmbh Kraftstoffinjektor

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH161145A (de) * 1932-01-06 1933-04-15 Schweiz Lokomotiv Und Maschine Flüssigkeitsgesteuertes Brennstoffventil für Brennkraftmaschinen.
US3610529A (en) * 1968-08-28 1971-10-05 Sopromi Soc Proc Modern Inject Electromagnetic fuel injection spray valve
JPS5993959A (ja) * 1982-11-19 1984-05-30 Nippon Kokan Kk <Nkk> 燃料噴射弁ノズル
JPH03168356A (ja) * 1989-11-27 1991-07-22 Nissan Motor Co Ltd 燃料噴射ノズル
US5464156A (en) * 1991-12-24 1995-11-07 Elasis Sistema Ricerca Fiat Nel Mizzogiorno Societa Consortile Per Azioni Electromagnetic fuel injection valve
DE19611884A1 (de) 1996-03-26 1997-10-02 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH161145A (de) * 1932-01-06 1933-04-15 Schweiz Lokomotiv Und Maschine Flüssigkeitsgesteuertes Brennstoffventil für Brennkraftmaschinen.
US3610529A (en) * 1968-08-28 1971-10-05 Sopromi Soc Proc Modern Inject Electromagnetic fuel injection spray valve
JPS5993959A (ja) * 1982-11-19 1984-05-30 Nippon Kokan Kk <Nkk> 燃料噴射弁ノズル
JPH03168356A (ja) * 1989-11-27 1991-07-22 Nissan Motor Co Ltd 燃料噴射ノズル
US5464156A (en) * 1991-12-24 1995-11-07 Elasis Sistema Ricerca Fiat Nel Mizzogiorno Societa Consortile Per Azioni Electromagnetic fuel injection valve
DE19611884A1 (de) 1996-03-26 1997-10-02 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 008, no. 207 (M - 327) 21 September 1984 (1984-09-21) *
PATENT ABSTRACTS OF JAPAN vol. 015, no. 407 (M - 1169) 17 October 1991 (1991-10-17) *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1264983A2 (fr) * 2001-06-05 2002-12-11 C.R.F. Società Consortile per Azioni Injecteur de combustible pour moteur
EP1264983A3 (fr) * 2001-06-05 2003-04-09 C.R.F. Società Consortile per Azioni Injecteur de combustible pour moteur
US7044109B2 (en) 2001-06-05 2006-05-16 C.R.F. Societa Consortile Per Azioni Internal combustion engine fuel injector

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