EP3445967A1 - Injecteur de carburant - Google Patents

Injecteur de carburant

Info

Publication number
EP3445967A1
EP3445967A1 EP17714205.6A EP17714205A EP3445967A1 EP 3445967 A1 EP3445967 A1 EP 3445967A1 EP 17714205 A EP17714205 A EP 17714205A EP 3445967 A1 EP3445967 A1 EP 3445967A1
Authority
EP
European Patent Office
Prior art keywords
cooling
nozzle
fuel injector
nozzle body
fuel
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
EP17714205.6A
Other languages
German (de)
English (en)
Other versions
EP3445967B1 (fr
Inventor
Martin Bernhaupt
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 EP3445967A1 publication Critical patent/EP3445967A1/fr
Application granted granted Critical
Publication of EP3445967B1 publication Critical patent/EP3445967B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/04—Injectors with heating, cooling, or thermally-insulating means
    • F02M53/043—Injectors with heating, cooling, or thermally-insulating means with cooling means other than air cooling
    • 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
    • F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
    • F02M2700/07—Nozzles and injectors with controllable fuel supply
    • F02M2700/077—Injectors having cooling or heating means

Definitions

  • the invention relates to a fuel injector for injecting fuel into the combustion chamber of an internal combustion engine, wherein the fuel injector has cooling channels.
  • a fuel injector for injecting fuel into the combustion chamber of an internal combustion engine according to the preamble of claim 1 is known from
  • EP1781931 B1 known.
  • the known fuel injector comprises a
  • Holding body a valve body with throttle plate and a nozzle body.
  • the holding body and the nozzle body are clamped together by a nozzle lock nut.
  • a pressure chamber is formed, which is supplied via an inlet bore with pressurized fuel.
  • An at least one injection opening releasing or closing longitudinally movable nozzle needle is arranged to be longitudinally movable in the pressure chamber.
  • cooling channels are used to cool the nozzle body and nozzle needle, especially in the combustion chamber facing areas.
  • the formation of the cooling channels in the nozzle body requires a structural change of the components of the fuel injector. While retaining the
  • Throttle plate can be used unchanged or only slightly modified. This identical part concept greatly reduces development and production costs.
  • Combustion chamber of an internal combustion engine a holding body and a nozzle body.
  • the holding body and the nozzle body are clamped together by a nozzle retaining nut, optionally with the interposition of other components.
  • a pressure chamber is formed, which is supplied via an inlet bore with pressurized fuel.
  • An at least one injection opening releasing or closing nozzle needle is in the
  • a cooling cap is arranged radially surrounding the nozzle body. Between the nozzle body and the cooling cap, a cooling medium through which a cooling medium can flow is formed. In the radial direction between the holding body and the nozzle body on the one hand and the
  • a guide sleeve is arranged. Between the guide sleeve and the nozzle retaining nut a inflow channel for supplying the cooling medium is formed, wherein the inflow passage is hydraulically connected to the cooling space.
  • the cooling cap surrounds the nozzle body in the radial direction at least at its end facing the combustion chamber.
  • the cooling of the nozzle body via the cooling chamber takes place very close to the combustion chamber, ie very efficiently close to the region of the greatest heat input. Due to the formation of the inflow channel between the cooling cap and the nozzle body is the
  • Existing fuel injectors can thus by retrofitting Guide sleeve and cooling cap to be retrofitted to an active cooling.
  • the inflow channel can preferably be designed annular over the entire circumference of the guide sleeve. This has a high
  • the refrigerator is designed annular.
  • the cooling of the nozzle body takes place over its entire circumference at its end facing the combustion chamber. This cooling is particularly effective because the combustion chamber side is the hottest area of the nozzle body. Because such a relatively large amount of heat is dissipated from the tip of the nozzle body, thereby also indirectly the tip of the nozzle needle is effectively cooled.
  • the cooling space is hydraulically connected to the inflow passage via a cooling channel formed in the nozzle body.
  • the cooling cap can be made very small, especially in the radial direction.
  • a feed groove is formed radially between the nozzle body and the cooling cap.
  • the feed groove lies in the flow direction of the cooling medium between the inflow channel and the cooling space.
  • the feed groove can advantageously be designed as an internal geometry of the cooling cap, for example in the form of a flattening. As a result, at the tip of the nozzle body no structural weakening by cooling channels more.
  • a cooling inlet is formed in the inflow passage in the holding body.
  • the supply of the cooling space with the cooling medium via the cooling inlet and inflow channel can take place predominantly in the axial direction of the fuel injector.
  • the space requirement in the radial direction is minimized.
  • the connection to the cooling inlet can also take place in the axial direction.
  • Nozzle clamping nut formed.
  • the cooling inlet is in radial Direction trained. This can be advantageous in the radial direction corresponding to existing space to the axial dimensions of the
  • a discharge channel for discharging the cooling medium is formed in the nozzle body.
  • the discharge channel is hydraulically connected to the cooling space.
  • the cooling medium can be performed in a particularly controlled. If required, these two cooling channels can also be used as throttles.
  • the outflow channel opens into a collection chamber bounded by the guide sleeve.
  • the guide sleeve is used functionally not only for the formation of feeding cooling channels, but also for the formation of laxative cooling channels.
  • the collecting space is hydraulically connected to a cooling outlet formed in the holding body.
  • Cooling process can also take place in the axial direction.
  • the fuel injector has a control valve, wherein the control valve controls the longitudinal movement of the nozzle needle.
  • the control valve needs a Abberichtmenge of fuel for tax operations.
  • the Abberichtmenge is dissipated via the cooling process.
  • the cooling medium is fuel, so that Abberichtmenge and cooling amount can be easily mixed.
  • FIG. 2 schematically shows a fuel injector according to the invention, wherein only the essential areas are shown,
  • Fig. 3 shows schematically a fuel injector according to the invention in one
  • Fig. 4 shows schematically a fuel injector according to the invention in yet a further embodiment, wherein only the essential areas are shown.
  • FIG. 1 shows a longitudinal section of a fuel injector 100 for injecting fuel into the combustion chamber of an internal combustion engine, as is known from the prior art.
  • the known fuel injector 100 comprises a holding body 1, a
  • Valve body 3 a throttle plate 5 and a nozzle body 16. All these components are held together by a nozzle retaining nut 7.
  • the nozzle body 16 in this case contains a nozzle needle 6, which in an im
  • Nozzle body 16 formed pressure chamber 8 is arranged longitudinally displaceable. During an opening movement of the nozzle needle 6, fuel is injected via a plurality of injection openings 60 formed in the nozzle body 16 into the combustion chamber of the internal combustion engine.
  • a collar is visible, on which a compression spring 61 is supported.
  • the other end of the compression spring 61 is supported on a control sleeve 62, which in turn rests against the underside of the throttle plate 5.
  • the control sleeve 62 defines with the upper, the injection openings 60th opposite end face of the nozzle needle 6 and with the underside of the throttle plate 5 a control chamber 63.
  • the pressure prevailing in the control chamber 63 pressure is decisive for the control of the longitudinal movement of the nozzle needle 6.
  • An inlet bore 64 is formed in the fuel injector 100.
  • the fuel pressure on the one hand in the pressure chamber 8 is effective, where he exerts a force in the opening direction of the nozzle needle 6 via a pressure shoulder of the nozzle needle 6.
  • this fuel pressure acts via an inlet throttle 65 formed in the control sleeve 62 in the control chamber 63 and, supported by the force of the compression spring 61, holds the nozzle needle 6 in its
  • a magnet armature 71 and a valve needle 72 connected to the magnet armature 71 are lifted off by a valve seat 73 formed on the valve body 3.
  • the fuel from the control chamber 63 can flow in this way through an opening formed in the throttle plate 5 outlet throttle 75 via the valve seat 73 into a drain passage 76.
  • the lowering of the hydraulic force in this way on the upper end face of the nozzle needle 6 leads to an opening of the nozzle needle 6.
  • the fuel from the pressure chamber 8 thus passes through the injection openings 60 into the combustion chamber of the internal combustion engine.
  • cooling passages 30 are in valve body 3, throttle plate 5 and nozzle body 16 of the known
  • Fuel injector 100 is formed. Thus, especially the tip of the nozzle needle 6 and the nozzle body 16 can be cooled.
  • the cooling channels 30 are partially in the inlet bore 64. This is however only owed to the sectional view, in the versions are the
  • Cooling channels 30 separated from the inlet bore 64.
  • the cooling passages 30 of the known fuel injector 100 require a complex conversion of the valve body 3 and throttle plate 5 with additionally very limited potential with respect to the hydraulic flow cross section of the cooling passages 30. According to the invention, therefore, the cooling passages 30
  • FIG. 2 schematically shows a fuel injector 100 according to the invention, wherein only the essential areas are shown.
  • the fuel injector 100 is constructed similar to that of FIG. 1 and has the holding body 1, a control valve 2 and a throttle plate 5.
  • the control valve 2 may be electromagnetic, as shown in Fig.l, or another drive, for example
  • the control valve 2 is disposed in the valve body 3 and a valve plate 4.
  • the fuel injector 100 can also be designed so that the three components valve body 3, valve plate 4 and throttle plate 5 are two or even only one piece.
  • Nozzle needle movement ie inlet and outlet throttle formed.
  • Holding body 1, valve body 3, valve plate 4, throttle plate 5 and a nozzle 80 are connected by means of the nozzle retaining nut 7.
  • the nozzle 80 comprises the nozzle body 16 with the injection openings 60, not shown, and a cooling cap 20.
  • a guide sleeve 11 is arranged in the fuel injector 100 between the outer nozzle retaining nut 7 and the inner holding body 1, valve body 3, valve plate 4, throttle plate 5 and nozzle body 16.
  • a first O-ring 12 seals the guide sleeve 11 from the holding body 1
  • a second O-ring 13 seals the guide sleeve 11 from the nozzle body 16, so that flow channels for the cooling medium between the
  • the cooling medium which can also be fuel, is with a
  • the holding body 1 via a cooling inlet 38th fed.
  • the cooling medium enters a first annulus 10, which between the
  • Nozzle clamping nut 7 and the holding body 1 is formed.
  • the first annular space 10 is hydraulically with a between the nozzle retaining nut 7 and the
  • the inflow passage 14 extends substantially in the longitudinal direction of the fuel injector 100.
  • the inflow passage 14 can be both annular and in the form of
  • a second annular space 15 is formed, in which the inflow passage 14 opens.
  • Nozzle body 16 is a cooling channel 17 is formed, which may for example comprise a plurality of bores.
  • the cooling channel 17 connects the second annular space 15 hydraulically with a supply groove 18 formed between the nozzle body 16 and the cooling cap 20.
  • annular cooling space 19 is formed. At the tip of the nozzle 80, the greatest temperatures occur in the operation of the fuel injector 100, so that here on the refrigerator 19 effectively very close to the highest
  • Abrawnut 21 serves to return the cooling medium from the refrigerator 19th
  • a discharge channel 22 is formed in the nozzle body 16 and in the throttle plate 5.
  • the guide sleeve 11, the throttle plate 5, the valve plate 4 and the valve body 3 define a collecting space 24, which is hydraulically connected via the discharge channel 22 and the discharge groove 21 to the cooling space 19.
  • the cooling medium can be removed in various ways:
  • a cooling drain 26 is also a in this embodiment
  • Fuel injector 100 shows the Fig.3.
  • the cooling inlet 38 of the cooling medium to the cooling space 19 and further to the collecting space 24 takes place as in the embodiment of Fig.l.
  • Holding body 1 is an exemption 32 formed in the sealing surface to the valve body 3.
  • the cooling sequence 26 is in the embodiment of Figure 3 in the
  • Holding body 1 is formed and connected via the drainage channel 34 and the release 32 hydraulically connected to the collecting space 24.
  • other cooling media can be used as fuel, since there is no mixing with the control flow return 25 of the control valve 2.
  • the control flow return 25 of the control valve 2 can be used as fuel, since there is no mixing with the control flow return 25 of the control valve 2.
  • Cooling inlet 38 is then discharged again from the fuel injector 100.
  • a bore of the control flow return 25 can open into the collecting space 24. This is then sealed medium-tight by a plug 37 in order to avoid mixing of the cooling medium with fuel.
  • Fuel injector 100 Unlike in the embodiment of Figure 2, the cooling inlet 38 does not take place via an inlet bore 9 in the holding body 1, but via a formed in the nozzle retaining nut 7 inlet bore 9. Die
  • Inlet bore 9 is in this case arranged on the nozzle retaining nut 7 O- Rings 27, 28 sealed to the environment.
  • the inlet bore 9 opens directly into the inflow passage 14 and is further connected via the annular space 15, the cooling channel 17 and the Zukitnut 18 with the cooling space 19.
  • the discharge of the cooling medium can be carried out in this manner.
  • the cooling drain 26 would therefore also be formed in the nozzle retaining nut 7. In this embodiment, the inflow passage 14 but then could not over the entire circumference of
  • Guide sleeve be executed, but would be configured for example in the form of a longitudinal groove.
  • the guide sleeve 11 can be made very thin-walled.
  • a very large cross-section is shown with a small radial space requirement by the preferably annular cross-section of the inflow channel 14.
  • the guide sleeve 11 is due to its small footprint in corresponding embodiments of the fuel injector 100 also as
  • Retrofit kit for existing fuel injectors 100 without active cooling or with other active cooling is provided.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un injecteur de carburant (100) pour l'injection de carburant dans la chambre de combustion d'un moteur à combustion interne, l'injecteur de carburant (1) comportant un corps de retenue (2) et un corps d'injecteur (16). Le corps de retenue (2) et le corps d'injecteur (16) sont serrés l'un avec l'autre au moyen d'un écrou de serrage d'injecteur (7). Une chambre de pression (8) est formée dans le corps d'injecteur (16), laquelle peut être alimentée en carburant sous pression par le biais d'un alésage d'alimentation (64). Une aiguille d'injecteur (6) dégageant ou fermant au moins un orifice d'injection (60) est agencée dans la chambre de pression (8) de manière mobile longitudinalement. Un capuchon de refroidissement (20) est disposé de manière à entourer radialement le corps d'injecteur (16). Une chambre de refroidissement (19) pouvant être traversée par un fluide de refroidissement est formée entre le corps d'injecteur (16) et le capuchon de refroidissement (20). Une douille de guidage (11) est disposée dans la direction radiale entre le corps de retenue (1) et le corps d'injecteur (16) d'une part et l'écrou de serrage d'injecteur (7) d'autre part. Un conduit découlement (14) pour l'alimentation en fluide de refroidissement est formé entre la douille de guidage (11) et l'écrou de serrage d'injecteur (7), le conduit d'écoulement (14) étant relié hydrauliquement à la chambre de refroidissement (19).
EP17714205.6A 2016-04-21 2017-03-29 Injecteur de carburant Active EP3445967B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016206796.6A DE102016206796A1 (de) 2016-04-21 2016-04-21 Kraftstoffinjektor
PCT/EP2017/057362 WO2017182242A1 (fr) 2016-04-21 2017-03-29 Injecteur de carburant

Publications (2)

Publication Number Publication Date
EP3445967A1 true EP3445967A1 (fr) 2019-02-27
EP3445967B1 EP3445967B1 (fr) 2020-05-06

Family

ID=58448547

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17714205.6A Active EP3445967B1 (fr) 2016-04-21 2017-03-29 Injecteur de carburant

Country Status (5)

Country Link
EP (1) EP3445967B1 (fr)
KR (1) KR102211974B1 (fr)
CN (1) CN109072834B (fr)
DE (1) DE102016206796A1 (fr)
WO (1) WO2017182242A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016211477A1 (de) 2016-06-27 2017-12-28 Robert Bosch Gmbh Düsenkörper für einen Kraftstoffinjektor
CN113818978A (zh) * 2021-09-14 2021-12-21 南京中远海运船舶设备配件有限公司 一种复合成型燃油喷嘴

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB407654A (en) * 1933-02-25 1934-03-22 Sulzer Ag Improvements in or relating to water-cooled fuel injection valves for internal combustion engines
GB441181A (en) * 1934-05-11 1936-01-14 Bataafsche Petroleum Fuel injection device for internal combustion engines
DE2725707C2 (de) * 1977-06-07 1986-05-15 Münchner Motor-Zubehör GmbH, 8000 München Wassergekühlte Kraftstoffeinspritzdüse für Brennkraftmaschinen
DE3502098A1 (de) * 1985-01-23 1986-07-24 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoff-einspritzduese fuer brennkraftmaschinen
DE3622142C1 (en) * 1986-07-02 1988-02-04 Daimler Benz Ag Liquid-cooled injection valve
DE19720891A1 (de) * 1997-05-17 1998-11-19 Bosch Gmbh Robert Kraftstoffeinspritzventil für Brennkraftmaschinen
JP4215380B2 (ja) * 2000-08-30 2009-01-28 ヤンマー株式会社 内燃機関の燃料噴射弁及びその分解工具
AT500773B8 (de) 2004-08-24 2007-02-15 Bosch Gmbh Robert Einspritzdüse für brennkraftmaschinen
JP2010138778A (ja) * 2008-12-11 2010-06-24 Mitsubishi Heavy Ind Ltd 燃料噴射弁の冷却構造
US8230838B2 (en) * 2009-09-23 2012-07-31 Cummins Intellectual Properties, Inc. Injector seal assembly and method of sealing a coolant passage from an injector
AT512422B1 (de) * 2012-02-07 2016-01-15 Bosch Gmbh Robert Vorrichtung zum einspritzen von kraftstoff in den brennraum einer brennkraftmaschine
AT512667B1 (de) 2012-04-05 2014-03-15 Bosch Gmbh Robert Einspritzdüse zum Einspritzen von Medien in einen Brennraum
DE102013211684A1 (de) * 2013-06-20 2014-12-24 Robert Bosch Gmbh Kühlkörper für Einspritzventil
CN204729206U (zh) * 2015-07-02 2015-10-28 马鞍山市增润机械制造有限公司 一种喷油器导管

Also Published As

Publication number Publication date
KR102211974B1 (ko) 2021-02-08
CN109072834A (zh) 2018-12-21
CN109072834B (zh) 2021-04-09
WO2017182242A1 (fr) 2017-10-26
EP3445967B1 (fr) 2020-05-06
DE102016206796A1 (de) 2017-10-26
KR20180132905A (ko) 2018-12-12

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