EP3006723A1 - Soupape d'injection de carburant - Google Patents

Soupape d'injection de carburant Download PDF

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Publication number
EP3006723A1
EP3006723A1 EP15187875.8A EP15187875A EP3006723A1 EP 3006723 A1 EP3006723 A1 EP 3006723A1 EP 15187875 A EP15187875 A EP 15187875A EP 3006723 A1 EP3006723 A1 EP 3006723A1
Authority
EP
European Patent Office
Prior art keywords
valve
fuel injection
control
chamber
recess
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
Application number
EP15187875.8A
Other languages
German (de)
English (en)
Other versions
EP3006723B1 (fr
Inventor
Lars Olems
Siegbert Griesinger
Helmut Clauss
Volker Kroeber
Oezguer Tuerker
Mario Herrera
Stefan Stein
Axel Schnaufer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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 EP3006723A1 publication Critical patent/EP3006723A1/fr
Application granted granted Critical
Publication of EP3006723B1 publication Critical patent/EP3006723B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0078—Valve member details, e.g. special shape, hollow or fuel passages in the valve member
    • F02M63/008—Hollow valve members, e.g. members internally guided
    • 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

Definitions

  • the invention relates to a fuel injection valve, as it is preferably used for fuel injection in a combustion chamber of an internal combustion engine.
  • Fuel injection valves such as are used for the injection of fuels directly into combustion chambers of internal combustion engines, are known from the prior art, for example from the published patent application DE 100 24 703 A1 , These fuel injection valves have a longitudinally movable nozzle needle, which cooperates with a nozzle needle seat for opening and closing at least one injection opening.
  • a control chamber is provided which can be filled with fuel under high pressure.
  • To relieve the control chamber is a disposed within the fuel injection valve control valve, via which the control chamber is connected to a low pressure chamber when an injection is to take place. After closing the control valve, the pressure in the control chamber increases again through an inlet channel, and the nozzle needle slides back into its closed position.
  • control valves such as ball valves or valves that have a so-called force-balanced control valve member.
  • a control valve is known from the published patent application DE 10 2011 078 407 A1 known.
  • the control valve comprises a valve sleeve which is either connected to a magnet armature or integral with a magnet armature is formed and is movable by an electromagnet against the force of a closing spring.
  • the valve sleeve limits an outflow space, which can be connected to a low-pressure space by the movement of the valve sleeve, wherein the drainage space is in turn connected via an outlet throttle with the actual control chamber.
  • To guide the longitudinal movement of the valve sleeve is a valve pin which passes through the valve sleeve and on which the valve sleeve is guided, wherein the valve pin limits the discharge space with its front side.
  • the fuel flowing out of the control chamber into the discharge chamber flows through the outlet throttle, wherein the fuel flow through the outlet throttle is braked by the reduced cross section thereof.
  • changing the flow rate within the drain choke results in cavitation, i. for the formation of gas bubbles within the fuel stream, which implode again after a certain time and thereby trigger pressure waves. These cavitation pressure waves can damage the control valve, which can go to failure of the fuel injection valve.
  • the fuel injection valve according to the invention has the advantage that cost cavitation damage can be avoided by resulting in the outlet throttle cavitation bubbles.
  • the fuel injection valve has a holding body which is arranged on a control valve, which is a connection between a discharge space and a low-pressure space controls, wherein the control valve comprises a longitudinally movable valve sleeve which is slidably guided on a valve pin.
  • the end face of the valve pin limits the discharge space, which is connected via an outlet throttle with a control chamber, wherein at least indirectly by the pressure in the control chamber, a closing force is exerted on a nozzle opening controlling a nozzle needle.
  • a recess is formed, so that cavitation bubbles, which enter the discharge space through the discharge throttle, implode far away from hard surfaces of the control valve and leave no damage to the components.
  • the stagnation point d. H. the flow which flows from the outlet throttle into the drainage space and from there further via the control valve seat into the low-pressure space, accumulates at this point, which is limited in the previously known injection valves by a flat end face of the valve pin.
  • the cavitation bubbles that enter the drainage chamber through the outlet throttle implode at this stagnation point in the known injection valves and can cause damage to the valve pin.
  • the cavitation bubbles also implode at the stagnation point due to the recess on the end face of the valve pin, but at this time the cavitation bubbles are far away from hard surfaces of the valve pin or other components of the control valve. This can avoid damage to the components of the control valve and increase the life of the fuel injection valve.
  • the end face of the valve pin is the mouth of the outlet throttle in the discharge space opposite. This ensures that the cavitation bubbles emerging from the outlet throttle are swept in the direction of the recess of the valve pin and there implode far enough away from solid surfaces.
  • the recess in the valve pin is designed as a blind bore.
  • the blind bore is preferably designed so that the axis of the blind bore coincides with the axis of the valve pin.
  • Such a recess is easy to manufacture and can be without great effort in diameter and depth vary. It is advantageous if the depth of the recess is greater than the diameter of the recess in order to ensure a sufficient distance of the imploding cavitation bubbles of solid component surfaces.
  • the depth of the recess is greater than the distance of the end face of the valve pin from the mouth of the outlet throttle in the drainage chamber. This ensures that the flow from the outlet throttle, which flows in the direction of the valve pin, until reaching the stagnation point at the end face of the valve pin is laminar and shows no turbulence. If the distance from the outlet of the outlet throttle to the end face of the valve pin is too large, the flow can become turbulent, so that the cavitation bubbles are washed away in an uncontrolled manner in the vicinity of solid component surfaces and thereby cause damage.
  • the valve sleeve comprises a magnet armature, which cooperates with an electromagnet, whereby the valve sleeve can be moved away from a control valve seat and thereby opens the control valve.
  • the movement of the valve sleeve over the electromagnet is a simple and proven technique for moving the valve sleeve and can be varied geometrically within wide limits, so that enough space remains for the design of the valve pin.
  • FIG. 1 a fuel injection valve according to the invention is shown schematically in longitudinal section, wherein only the essential parts of the fuel injection valve are shown.
  • the fuel injection valve 1 has a holding body 2, which comprises a control valve 20.
  • the fuel injection valve has a nozzle body 3, in which a nozzle seat 7 is formed and one or more injection openings 8. Via the injection openings 8, fuel which is held in a pressure chamber 9 formed in the nozzle body 3 under high pressure can be ejected.
  • nozzle needle 6 which cooperates with the nozzle seat 7 for opening and closing of the injection openings 8.
  • the pressure chamber 9 within the nozzle body 3 extends into the holder body 2 and can by a in the drawing not shown high pressure line can be filled with fuel at high pressure.
  • a valve piece 5 is formed, which has a cylindrical extension 15 in which a guide bore 17 is formed and which receives the nozzle seat 7 facing away from the end of the nozzle needle 6.
  • a control chamber 16 is limited, which is filled via an inlet throttle 11 from the pressure chamber 9 with fuel at high pressure.
  • the control valve 20 which is arranged in a low-pressure chamber 12 within the holding body 2 is used.
  • the low-pressure chamber 12 is connected to a return line, not shown in the drawing, so that there is always a low fuel pressure in the low-pressure chamber 12, which is significantly lower than that in the pressure chamber 9.
  • the low-pressure chamber 12 is bounded by a closure plate 13 of the nozzle needle 6 and includes an electromagnet consisting of a magnetic core 21 and a coil 22. Through a spacer sleeve 28, which is pressed by the screwed-in closure plate 13 between the electromagnet and the valve piece 5, the components of the electromagnet are held firmly in position.
  • a longitudinally movable valve sleeve 25 is arranged, which cooperates with a control valve seat 33 which is formed on the valve piece 5.
  • the valve sleeve 25 is either formed integrally with a magnet armature 24 or fixedly connected to a magnet armature 24 which is opposite to the electromagnet 21, 22.
  • the valve sleeve 25 is acted upon by a closing spring 29 in the direction of the control valve seat 33 with a closing force, wherein the closing spring 29 is supported at the other end on a shim 27, the thickness of which the tension of the closing spring 29 is adjustable.
  • a valve pin 26 is provided, which passes through a bore 30 which is formed in the valve sleeve 25, and thereby guides the valve sleeve 25 in its longitudinal movement.
  • the valve pin 26 is supported with an end face on the shim 27 and defines with its opposite end face 31 a drain chamber 19, which is formed by a bore in the valve piece 5.
  • the discharge space 19 is in turn connected via an outlet throttle 18 with the control chamber 16, so that throttled fuel from the control chamber 16 can flow into the drain chamber 19.
  • the operation of the fuel injection valve is as follows: At the beginning of the injection, the control valve is closed, ie the valve sleeve 25 is in contact with the control valve seat 33, wherein it rests with a sealing surface 32, and thereby closes the drain chamber 19 with respect to the low-pressure chamber 12 Drain chamber 19 - due to the outlet throttle 18 - the same high fuel pressure as in the control chamber 16. If injection takes place, the solenoid 21, 22 is energized and pulls the armature 24 and thus the valve sleeve 25 against the force of the closing spring 29 from the control valve seat 33 away.
  • FIG. 2 the area of the discharge space 19 is shown enlarged again. Due to the changed flow velocities in the outlet throttle 18, the fuel flowing out through the outlet throttle 18 into the discharge chamber 19 forms cavitation bubbles, which are carried by the fuel flow in the discharge chamber 19. These cavitation bubbles implode after a certain time, creating a pressure wave that can cause damage near solid surfaces of the component.
  • a recess 23 is formed on the end face 31 of the valve pin 26, here in the form of a relatively short blind bore, through which cavitation bubbles emerging from the outlet throttle 18 into the discharge chamber 19 and in the vicinity of the stagnation point 40 at the end of the Valve pin 26 are worn implode away from solid component surfaces, so that the pressure waves caused thereby cause no damage to solid component surfaces.
  • the fuel then continues to flow through the gap 36 formed between the valve pin 26 and the wall of the drain space 19.
  • the mouth 38 of the outlet throttle 18 in the discharge chamber 19 is the recess 23 opposite, so that the Kavitationsblasen from the outlet throttle 18, favored by the rotationally symmetrical structure of the control valve, are supported in the direction of the recess 23 and - as described above - implosion implosion.
  • FIG. 3 shows a further embodiment of the control valve according to the invention, wherein the recess 23 here in comparison with the embodiment of Fig. 2 is formed significantly deeper with a depth t, wherein t calculated from the end face 31 of the valve pin 26 to the bottom of the recess 23 forming blind bore.
  • the depth t is greater than a diameter d of the blind bore in order to ensure a safe distance to solid component surfaces in the implosion of cavitation bubbles.
  • the distance I from the mouth 38 of the outlet throttle 18 to the end face 31 of the valve pin 26 is not too large, so that the flow path of cavitation bubbles until reaching the stagnation point 40 at the end face 31 of Valve pin 26 is not too large.
  • the longer this length I the more likely it is that the flow will become turbulent until the stagnation point is reached, sweeping the cavitation bubbles to unpredictable points where they may implode near solid component surfaces.
  • the depth t of the recess 23 is greater than the distance I of the end face 31 of the valve pin 26 from the mouth 38 of the outlet throttle 18 in order to avoid the disadvantages described above.
  • the recess 23 may also be formed by a significantly deeper blind hole, as in the embodiment of FIG. 4 is shown.
  • a deep blind hole is also ensured that cavitation bubbles that implode within the blind bore 23, always have a sufficient distance from the bottom of the blind bore 23 and cause no damage during the implosion.

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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)
EP15187875.8A 2014-10-08 2015-10-01 Soupape d'injection de carburant Not-in-force EP3006723B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102014220345.7A DE102014220345A1 (de) 2014-10-08 2014-10-08 Kraftstoffeinspritzventil

Publications (2)

Publication Number Publication Date
EP3006723A1 true EP3006723A1 (fr) 2016-04-13
EP3006723B1 EP3006723B1 (fr) 2019-09-11

Family

ID=54251443

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15187875.8A Not-in-force EP3006723B1 (fr) 2014-10-08 2015-10-01 Soupape d'injection de carburant

Country Status (2)

Country Link
EP (1) EP3006723B1 (fr)
DE (1) DE102014220345A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3067551A1 (fr) * 2015-03-12 2016-09-14 Robert Bosch GmbH Soupape de commande pour un injecteur de carburant
WO2018091286A1 (fr) * 2016-11-15 2018-05-24 Robert Bosch Gmbh Soupape de commande pour injecteur de carburant et injecteur de carburant
US20230022358A1 (en) * 2019-12-18 2023-01-26 Robert Bosch Gmbh Fuel injector for injecting fuel

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10024703A1 (de) 2000-05-18 2001-11-22 Bosch Gmbh Robert Einspritzanordnung für ein Kraftstoff-Speichereinspritzsystem einer Verbrennungsmaschine
EP1612405A1 (fr) * 2004-06-30 2006-01-04 C.R.F. Societa' Consortile per Azioni Système d'injection de carburant pour moteur à combustion interne
EP2123898A1 (fr) * 2008-05-21 2009-11-25 Robert Bosch GmbH Injecteur de carburant
DE102011078407A1 (de) 2011-06-30 2013-01-03 Robert Bosch Gmbh Schaltventil zur Steuerung eines Kraftstoffinjektors und Kraftstoffinjektor
EP2743489A1 (fr) * 2012-12-14 2014-06-18 Robert Bosch GmbH Soupape d'injection de carburant pour moteurs à combustion interne

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10024703A1 (de) 2000-05-18 2001-11-22 Bosch Gmbh Robert Einspritzanordnung für ein Kraftstoff-Speichereinspritzsystem einer Verbrennungsmaschine
EP1612405A1 (fr) * 2004-06-30 2006-01-04 C.R.F. Societa' Consortile per Azioni Système d'injection de carburant pour moteur à combustion interne
EP2123898A1 (fr) * 2008-05-21 2009-11-25 Robert Bosch GmbH Injecteur de carburant
DE102011078407A1 (de) 2011-06-30 2013-01-03 Robert Bosch Gmbh Schaltventil zur Steuerung eines Kraftstoffinjektors und Kraftstoffinjektor
EP2743489A1 (fr) * 2012-12-14 2014-06-18 Robert Bosch GmbH Soupape d'injection de carburant pour moteurs à combustion interne

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3067551A1 (fr) * 2015-03-12 2016-09-14 Robert Bosch GmbH Soupape de commande pour un injecteur de carburant
WO2018091286A1 (fr) * 2016-11-15 2018-05-24 Robert Bosch Gmbh Soupape de commande pour injecteur de carburant et injecteur de carburant
US20230022358A1 (en) * 2019-12-18 2023-01-26 Robert Bosch Gmbh Fuel injector for injecting fuel

Also Published As

Publication number Publication date
EP3006723B1 (fr) 2019-09-11
DE102014220345A1 (de) 2016-04-14

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