WO2020136025A1 - Trajet d'écoulement de carburant pour un groupe de soupapes d'un injecteur de carburant - Google Patents

Trajet d'écoulement de carburant pour un groupe de soupapes d'un injecteur de carburant Download PDF

Info

Publication number
WO2020136025A1
WO2020136025A1 PCT/EP2019/085150 EP2019085150W WO2020136025A1 WO 2020136025 A1 WO2020136025 A1 WO 2020136025A1 EP 2019085150 W EP2019085150 W EP 2019085150W WO 2020136025 A1 WO2020136025 A1 WO 2020136025A1
Authority
WO
WIPO (PCT)
Prior art keywords
throttle
fuel
valve seat
flow path
length
Prior art date
Application number
PCT/EP2019/085150
Other languages
English (en)
Inventor
Nuray KAYAKOL
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 WO2020136025A1 publication Critical patent/WO2020136025A1/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
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/168—Assembling; Disassembling; Manufacturing; Adjusting
    • 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
    • F02M2200/04—Fuel-injection apparatus having means for avoiding effect of cavitation, e.g. erosion
    • 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

Definitions

  • the present invention relates to a valve group used in fuel injection systems for adjusting a fuel flow path in hydraulic control units.
  • Valves are used for many applications in the field of automotive engineering, particularly in the field of injection technology. Valves are used for regulating hydraulic pressure and controlling the injection behavior of injection devices. In the field of high-pressure reservoir injection systems, especially in common rail injection systems, valves are used to control the lift of an injection valve closure member, which opens or closes injection openings.
  • the prior art reference which is relevant to the technical field of the present invention is the US 2010/116910 A1 publication. It discloses a ball valve for adjusting a flow of a fluid medium.
  • the ball valve includes a valve seat and a rounded closing element, in particular a valve ball.
  • the ball valve has an inlet with a choke valve and one diffuser arranged between the choke valve and the valve seat.
  • the diffuser includes a constriction on the side facing the valve seat.
  • An object of the present invention is to decease cavitation erosion effects on a valve seat of a fuel injector.
  • a fuel injector having a fuel flow path having a total length between a valve seat and a fuel pressure control chamber comprising a length of an A-throttle, a distance between the A-throttle and the valve seat and a length of a pre-hole.
  • the fuel flow path is arranged by shortening a length of the pre-hole and arranged by elongating a sum of the length and of the distance between the A- throttle and the valve seat in a constant total length of the fuel flow path between the valve seat and the fuel pressure control chamber in order to decrease a L1/L2 ratio.
  • cavitation erosion risk along the cavitation erosion blocker is decreased due to the decreased L1/L2 ratio.
  • the L1/L2 ratio is between 0.15 - 0.4.
  • a desired cavitation erosion index is obtained.
  • the decreased L1/L2 ratio is arranged by eliminating a throttle on the diffuser.
  • a throttle on the diffuser is eliminated.
  • a chamfered hole is formed between the diffuser and the valve seat as gradually widening from the diffuser through the valve seat.
  • a transition region for fuel flow is formed before the fuel flow reaches the valve seat.
  • a conical portion is formed between the A-throttle and the diffuser.
  • a pressure recovery region between the A-throttle and the diffuser is provided. Therefore, pressure fluctuations causing cavitation are reduced.
  • the conical portion is gradually widening from the A-throttle through the diffuser.
  • a mild pressure transition region between the A-throttle and the diffuser is obtained. Therefore, pressure fluctuations causing cavitation are reduced.
  • FIG.l shows a CE-blocker having a pre-hole, an A-throttle, a diffuser, a conical portion between the A-throttle and the diffuser, a chamfered hole in a frontal view according to the present invention.
  • FIG.2 shows a cross-sectional view of a part of a fuel injector having a piston means, a fuel pressure control chamber, a CE-blocker and a valve element according to the prior art.
  • FIG.2 shows a part of a CE-blocker having a pre-hole, an A- throttle, a diffuser, a throttle, a chamfered hole in a frontal view according to the prior art.
  • FIG.3 shows a solenoid type fuel injector in a cross-sectional view and the dashed part shows the detail in the FIG.2 in the prior art.
  • the present invention proposes a fuel injector (10) having a fuel flow path having a total length (H) between a valve seat (41) and a fuel pressure control chamber (50) comprising a length (LI) of an A-throttle (32), a distance (L2) between the A-throttle (32) and the valve seat (41) and a length (L3) of a pre-hole (31).
  • the fuel flow path is arranged by shortening a length (L3) of the pre-hole (31) and arranged by elongating a sum of the length (LI) of the A-throttle (32) and of the distance (L2) between the A-throttle (32) and the valve seat (41) in a constant total length (H) of the fuel flow path between the valve seat (41) and the fuel pressure control chamber (50) in order to decrease a L1/L2 ratio.
  • the fuel injector (10) is a solenoid valve type fuel injector as one of embodiment of the fuel injector is shown in FIG.3.
  • the solenoid fuel injectors (10) have an electromagnetic actuating mechanism.
  • the actuating mechanism actuates an armature group and the armature group provides a valve closure member (i.e. a valve element (40) preferably in a ball shaped) to open and close a needle (27) of the fuel injector (10) by changing the fuel pressures.
  • An armature group comprising an armature bolt (18) and an armature guidance (16) are being actuated by a magnetic actuating mechanism which has a magnet coil (13), a magnet core (12) surrounding the magnet coil (13) and a magnet housing (14) where the magnet core (12) is set inside.
  • the magnetic actuating mechanism actuates a needle (27) of the fuel injector (10) to open and close the needle (27) for spraying fuel from spray holes (70) of the fuel injector (10).
  • An armature guidance (16) is a part which is fixed with a valve nut (80). The function of the armature guidance (16) is to guide an armature bolt (18).
  • the armature guidance (16) has a certain gap as a main hole and the armature bolt (18) can move inside the main hole in a vertical direction (on a valve longitudinal axis: V) to up and down.
  • the armature bolt (18) functions as a part of magnetic actuator that opens and closes a valve group.
  • the armature bolt (18) transfers forces to a valve element (40), keeps an A-throttle (32) closed and carries to an armature plate (15).
  • the armature bolt (18) moves together with the armature plate (15) upward and opens the A-throttle (32) via lifting the valve element (40).
  • the magnetic actuating mechanism actuates an armature group via energizing of the magnet coil (13) and pulls up the armature bolt (18) and the ball holder (42) by help of a valve spring (17) and a spring (19) surrounds the armature group which comprises the armature plate (15), the armature guidance (16) and the armature bolt (18).
  • Electric current is fed through an electrical connector (60) to the magnet coil (13). Magnetic force is created and overcomes the spring (19) force exerted on armature bolt (18) and the valve element (40) rises to a defined height. High- pressure fuel flows through A-throttle (32) and under the valve element (40) and the pressure in control chamber (50) reduces. Injection starts and continues, as the valve element (40) stays open.
  • the fuel is provided via an inlet connector (90) through inside fuel channels (26) which are formed inside a body (11) of the fuel injector (10).
  • a pressurized fuel coming from the fuel channels (32) flows through a control chamber (50) and then through the A-throttle (32) to keep the A-throttle (32) open during the spraying of the fuel into a combustion chamber (not shown in the figures) of an engine block.
  • a piston means (20) moves together with the needle (27) through the spray holes (70) and sprays the fuel.
  • the electrical current is cut off, the magnetic force run out and the valve spring (17) pushes and closes the valve element (40) via the armature bolt (18).
  • Pressure in the control chamber (50) rises, closes the needle (27) via the piston means (20), and brings the injection process to the end.
  • FIG 1 shows a cavitation erosion (CE) blocker (30) of a valve used at a fuel injector (10) in a frontal view according to the present invention.
  • the CE-blocker (30) has the elements of a pre-hole (31), an A-throttle (32), a conical portion (36), a diffuser (33) and a chamfered hole (35) on the fuel flow path that are ordered in a +Y direction.
  • a length (L3) of the pre-hole (31), a length (LI) of the A-throttle (32), a distance (L2) between the A-throttle (32) and the valve seat (41), a total length (H) between a valve seat (41) and a fuel pressure control chamber (50) are also shown in Figure 1.
  • Figure 2 shows a cross-sectional view of a part of a fuel injector (10) having a piston means (20), a control chamber (50) in fluid communication with a CE- blocker (30), a valve element (40) having a seat on a valve seat (41) according to the prior art.
  • a Detail taken from Figure 2 shows a part of a C E-blocker (30) of a valve used at a fuel injector (10) in a front view according to the prior art.
  • the elements of the CE-blocker (30) are in the order of the fuel flow path that is in +Y direction as a pre-hole (31), an A-throttle (32), a diffuser (33), a throttle (34) and a chamfered hole (35).
  • the length (L3) of the pre-hole (31) is not as short as shown in A detail, but the length (L3) is longer as indicated in the A detail with double lines.
  • the throttle (34) geometry which is between the chamfered hole (35) and diffuser (33), is a very hard geometry to manufacture in terms of concentricity concern. If an eccentric geometry of the throttle (34) is formed during manufacturing process, some fuel injector body (11) can be thrown out, which decreases the production yield.
  • simulation calculations are carried out to find parameters decisively to affect cavitation erosion.
  • the location of cavitation damage is depended upon a variety of factors such as valve geometry and flow conditions in the fuel flow path.
  • these parameters are fluid flow velocity, the vapor phase volume fraction and the distance (L2) between the valve seat (41) and the A-throttle (32).
  • CEI cavitation erosion index
  • a fuel injector (10) having a fuel flow path having a total length (H) between a valve seat (41) and a control chamber (50) comprising a length (LI) of an A-throttle (32), a distance (L2) between the A-throttle (32) and the valve seat (41) and a length (L3) of a pre-hole (31).
  • the fuel flow path is arranged by shortening a length (L3) of the pre-hole (31) and arranged by elongating a sum of the length (LI) of the A-throttle (32) and of the distance (L2) between the A-throttle (32) and the valve seat (41) in a constant total length (H) of the fuel flow path between the valve seat (41) and the control chamber (50) in order to decrease a L1/L2 ratio. Therefore, the distance (L2) between the A-throttle (32) and the valve seat (41) is increased since the length (L3) of the pre-hole (31) is decreased while the total length (H) of the fuel flow path between the valve seat (41) and the control chamber (50) is constant.
  • the increase in the distance (L2) reduces the L1/L2 ratio; hence, cavitation erosion index (CEI) reduces.
  • cavitation erosion index (CEI) reduces.
  • the L1/L2 ratio is obtained between 0.15 - 0.4.
  • cavitation erosion index (CEI) drops to an optimum level to eliminate cavitation erosion risk on the valve of the fuel injector (10).
  • the decreased L1/L2 ratio is arranged by eliminating a throttle (34) on the diffuser (33).
  • the throttle (34) between the diffuser (33) and the chamfered hole (35) is formed with the aim of eliminating cavitation erosion on the valve seat (41) region and the valve element (40).
  • the distance (L2) between the A-throttle (32) and the valve seat (41) is elongated, the L1/L2 ratio decreases, cavitation erosion index reduces and thus, cavitation erosion problem is minimized. Therefore, there is not any requirement for manufacturing the throttle (34) on the diffuser (33).
  • the function of decreasing cavitation erosion done by the throttle (34) is overtaken by the elongated distance (L2) on the diffuser (33). Hence, an additional manufacturing process to form the throttle (34) geometry on the diffuser (33) is eliminated. Thus, the extra load on manufacturing is terminated and the problem of throwing out eccentrically manufactured fuel injector body (11) is defeated.
  • a chamfered hole (35) is formed between the diffuser (33) and the valve seat (41) as gradually widening from the diffuser (33) through the valve seat (41).
  • the minimum dimeter of the chamfered hole (35) is equal to the diameter of the diffuser (33).
  • the diameter of the chamfered hole (35) increases gradually through the valve seat (41).
  • An angle of the chamfered hole (35) with respect to a horizontal axis is different from an angle of the valve seat (41) with respect to the horizontal axis.
  • the increase in the diameter of the chamfered hole (35) creates a transition region for fuel flowing in the direction of +Y.
  • a conical portion (36) is formed between the A-throttle (32) and the diffuser (33).
  • the conical portion (36) is gradually widening from the A-throttle (32) through the diffuser (33).
  • a pressure recovery region providing a mild pressure transition region between the A-throttle (32) and the diffuser (33) is obtained.
  • Pressure fluctuations causing cavitation are reduced. Bubble formation is reduced by the gradually widening coning zone in the conical portion (36) and cavitation erosion risk is decreased.

Landscapes

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

Abstract

La présente invention concerne un injecteur de carburant (10) ayant un trajet d'écoulement de carburant ayant une longueur totale (H) entre un siège de soupape (41) et une chambre de commande de pression de carburant (50) comprenant une longueur (L1) d'un papillon des gaz (32), une distance (L2) entre le papillon des gaz (32) et le siège de soupape (41) et une longueur (L3) d'un pré-trou (31). Le trajet d'écoulement de carburant est agencé en raccourcissant une longueur (L3) du pré-trou (31) et agencé en allongeant une somme de la longueur (L1) du papillon des gaz (32) et de la distance (L2) entre le papillon des gaz (32) et le siège de soupape (41) dans une longueur totale constante (H) du trajet d'écoulement de carburant entre le siège de soupape (41) et la chambre de commande de pression de carburant (50) afin de diminuer le rapport L1/L2.
PCT/EP2019/085150 2018-12-27 2019-12-13 Trajet d'écoulement de carburant pour un groupe de soupapes d'un injecteur de carburant WO2020136025A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
TR2018/20749A TR201820749A2 (tr) 2018-12-27 2018-12-27 Bi̇r yakit enjektörünün valf grubu i̇çi̇n bi̇r yakit akiş yolu
TR2018/20749 2018-12-27

Publications (1)

Publication Number Publication Date
WO2020136025A1 true WO2020136025A1 (fr) 2020-07-02

Family

ID=69143507

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2019/085150 WO2020136025A1 (fr) 2018-12-27 2019-12-13 Trajet d'écoulement de carburant pour un groupe de soupapes d'un injecteur de carburant

Country Status (2)

Country Link
TR (1) TR201820749A2 (fr)
WO (1) WO2020136025A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005053133A1 (de) * 2005-11-08 2007-05-10 Robert Bosch Gmbh Kavitationsoptimierter Kraftstoffinjektor
US20100116910A1 (en) 2007-01-30 2010-05-13 Gerhard Girlinger Ball valve with reduced erosion behavior
WO2013045690A1 (fr) * 2011-10-01 2013-04-04 Robert Bosch Gmbh Soupape d'injection résistant à la cavitation
DE102013214589A1 (de) * 2013-07-25 2015-01-29 Robert Bosch Gmbh Schaltventil für einen Kraftstoffinjektor

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005053133A1 (de) * 2005-11-08 2007-05-10 Robert Bosch Gmbh Kavitationsoptimierter Kraftstoffinjektor
US20100116910A1 (en) 2007-01-30 2010-05-13 Gerhard Girlinger Ball valve with reduced erosion behavior
WO2013045690A1 (fr) * 2011-10-01 2013-04-04 Robert Bosch Gmbh Soupape d'injection résistant à la cavitation
DE102013214589A1 (de) * 2013-07-25 2015-01-29 Robert Bosch Gmbh Schaltventil für einen Kraftstoffinjektor

Also Published As

Publication number Publication date
TR201820749A2 (tr) 2020-07-21

Similar Documents

Publication Publication Date Title
US9970399B2 (en) Valve assembly
EP1612404B1 (fr) Injecteur d'un moteur à combustion interne
US8191800B2 (en) Fuel injection valve
US6499467B1 (en) Closed nozzle fuel injector with improved controllabilty
US9903329B2 (en) Fuel injector
JPS6172867A (ja) 内燃機関の燃料噴射ポンプ
US9068544B2 (en) Fuel-injection system for an internal-combustion engine
US6745750B2 (en) Fuel injection system for internal combustion engines
EP2687712B1 (fr) Ensemble de soupape
RU2517518C2 (ru) Топливная форсунка с состоящим из двух частей якорем электромагнита
WO2016181755A1 (fr) Pompe à carburant à haute pression
JP2017519938A (ja) 内燃エンジンのための燃料噴射器
WO2020136025A1 (fr) Trajet d'écoulement de carburant pour un groupe de soupapes d'un injecteur de carburant
US20140203204A1 (en) Valve assembly
WO2015020940A1 (fr) Injecteur de carburant incluant une soupape de commande pourvue d'une bille guidée de clapet anti-retour
CN111058969B (zh) 燃料喷射器，用于运行燃料喷射器的方法
CN105658946B (zh) 燃料喷射器
GB2336628A (en) A fuel injector, for an I.C. engine, having a three way two position needle control valve
JP6780087B2 (ja) 燃料噴射装置
JP2008232026A (ja) インジェクタ
EP3464874B1 (fr) Unité de soupape d'injection de carburant pour moteur à piston à combustion interne et procédé d'exploitation de ladite unité
JP5756488B2 (ja) 弁装置
CN114174669B (zh) 制造组合式过滤校准组件的方法
JP6203115B2 (ja) 燃料噴射ノズル

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 19832595

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 19832595

Country of ref document: EP

Kind code of ref document: A1