EP3445967B1 - Kraftstoffinjektor - Google Patents

Kraftstoffinjektor Download PDF

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Publication number
EP3445967B1
EP3445967B1 EP17714205.6A EP17714205A EP3445967B1 EP 3445967 B1 EP3445967 B1 EP 3445967B1 EP 17714205 A EP17714205 A EP 17714205A EP 3445967 B1 EP3445967 B1 EP 3445967B1
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EP
European Patent Office
Prior art keywords
cooling
fuel injector
nozzle
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.)
Active
Application number
EP17714205.6A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3445967A1 (de
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
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP3445967A1 publication Critical patent/EP3445967A1/de
Application granted granted Critical
Publication of EP3445967B1 publication Critical patent/EP3445967B1/de
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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
    • 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, the fuel injector having 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 and GB407654A known.
  • the known fuel injector comprises a holding body, a valve body with a throttle plate and a nozzle body. The holding body and the nozzle body are clamped together by a nozzle clamping nut.
  • a pressure chamber is formed in the nozzle body and can be supplied with pressurized fuel via an inlet bore.
  • a longitudinally movable nozzle needle which opens or closes at least one injection opening is arranged to be longitudinally movable in the pressure chamber.
  • the known fuel injector has cooling channels formed in the nozzle body. These cooling channels serve to cool the nozzle body and nozzle needle, especially in the areas facing the combustion chamber.
  • the formation of the cooling channels in the nozzle body requires a structural change in the components of the fuel injector. If the basic dimensions are retained, the hydraulic flow cross-section through the cooling channels is severely limited, which is disadvantageous for the cooling effect. If larger flow cross-sections through the cooling channels are required, this means a major change in the internal components of the fuel injector at the same time significantly larger dimensions. Depending on the version, this can also result in an adaptation of the design of the internal combustion engine.
  • a high flow cross-section for the cooling medium is realized in the fuel injector according to the invention, without having to significantly increase the radial dimensions of the fuel injector.
  • the components holding body and optionally also valve body and throttle plate can be used unchanged or only slightly modified. This common part concept reduces the development and manufacturing costs considerably.
  • the fuel injector for injecting fuel into the combustion chamber of an internal combustion engine comprises a holding body and a nozzle body.
  • the holding body and the nozzle body are clamped together by a nozzle clamping nut, optionally with the interposition of further components.
  • a pressure chamber is formed in the nozzle body and can be supplied with pressurized fuel via an inlet bore.
  • a nozzle needle which opens or closes at least one injection opening is arranged to be longitudinally movable in the pressure chamber.
  • a cooling cap is arranged radially surrounding the nozzle body. A cooling space through which cooling medium can flow is formed between the nozzle body and the cooling cap.
  • a guide sleeve is arranged in the radial direction between the holding body and the nozzle body on the one hand and the nozzle clamping nut on the other hand.
  • An inflow channel for supplying the cooling medium is formed between the guide sleeve and the nozzle clamping nut, the inflow channel being hydraulically connected to the cooling chamber.
  • the cooling cap preferably surrounds the nozzle body in the radial direction at least at its end facing the combustion chamber. As a result, the cooling of the nozzle body takes place very close to the combustion chamber, that is to say very efficiently close to the area of greatest heat input. Due to the formation of the inflow channel between the cooling cap and the nozzle body, the strength of the nozzle body is not reduced by the inflow channel.
  • Existing fuel injectors can thus be upgraded from Guide sleeve and cooling cap can be retrofitted for active cooling.
  • the inflow channel can preferably be designed in a ring over the entire circumference of the guide sleeve. This results in a high flow cross section with only a small additional radial installation space. The additional dimensions required are therefore very small. The further design of the fuel injector does not have to be changed or not significantly.
  • the cooling space is designed in a ring shape.
  • the cooling of the nozzle body takes place over its entire circumference at its end facing the combustion chamber. This cooling is particularly effective since the hottest area of the nozzle body is on the combustion chamber side. Because such a relatively large amount of heat is dissipated from the tip of the nozzle body, the tip of the nozzle needle is also effectively cooled indirectly.
  • the cooling space is hydraulically connected to the inflow channel via a cooling channel formed in the nozzle body.
  • the cooling cap can be made very small, particularly in the radial direction.
  • a feed groove is preferably 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 flattened portion. As a result, there is no longer any structural weakening by cooling ducts at the tip of the nozzle body.
  • a cooling inlet is formed in the inflow channel in the holding body.
  • the cooling chamber can be supplied with cooling medium via the cooling inlet and flow channel, 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 be made in the axial direction.
  • a cooling inlet is formed in the inflow channel in the nozzle clamping nut.
  • the cooling inlet is preferably radial Direction trained. This can be advantageous in the case of a corresponding installation space in the radial direction, in order not to increase the axial dimensions of the fuel injector.
  • an outflow channel for discharging the cooling medium is formed in the nozzle body.
  • the outflow channel is hydraulically connected to the cooling room.
  • the cooling cap can be made very small, particularly in the radial direction.
  • the cooling medium can be guided through the inflow channel and the outflow channel in a particularly controlled manner. If necessary, these two cooling channels can also be used as a throttle.
  • the outflow channel opens into a collecting space delimited by the guide sleeve.
  • the guide sleeve is used functionally not only to form supplying cooling ducts, but also to form discharging cooling ducts.
  • the collecting space is hydraulically connected to a cooling drain formed in the holding body.
  • the cooling medium can be removed from the cooling chamber via the outflow channel and cooling outlet, predominantly in the axial direction of the fuel injector.
  • the space requirement in the radial direction is minimized.
  • the connection to the cooling outlet can also be made in the axial direction.
  • the fuel injector has a control valve, the control valve controlling the longitudinal movement of the nozzle needle.
  • the control valve requires a cut-off amount of fuel for control processes.
  • the discharge amount can be removed via the cooling process.
  • the cooling medium is preferably fuel, so that the discharge quantity and the cooling quantity can be mixed without problems.
  • FIG. 1 A fuel injector 100 for injecting fuel into the combustion chamber of an internal combustion engine is shown in longitudinal section, 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 clamping nut 7.
  • the nozzle body 16 here contains a nozzle needle 6, which is arranged in a longitudinally displaceable manner in a pressure chamber 8 formed in the nozzle body 16. When the nozzle needle 6 opens, fuel is injected into the combustion chamber of the internal combustion engine via a plurality of injection openings 60 formed in the nozzle body 16.
  • a collar can be seen on the nozzle needle 6, 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 bears against the underside of the throttle plate 5.
  • the control sleeve 62 defines the upper, the injection openings 60 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 is decisive for controlling the longitudinal movement of the nozzle needle 6.
  • An inlet bore 64 is formed in the fuel injector 100. Via the inlet bore 64, the fuel pressure is effective on the one hand in the pressure chamber 8, where it exerts a force in the opening direction of the nozzle needle 6 via a pressure shoulder of the nozzle needle 6. On the other hand, 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 closed position.
  • a magnet armature 71 and a valve needle 72 connected to the magnet armature 71 are lifted off a valve seat 73 formed on the valve body 3.
  • the fuel from the control chamber 63 can flow out through an outlet throttle 75 formed in the throttle plate 5 via the valve seat 73 into an outlet channel 76.
  • the drop in the hydraulic force in this way to the upper end face of the nozzle needle 6 leads to the 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 channels 30 are formed in valve body 3, throttle plate 5 and nozzle body 16 of the known fuel injector 100.
  • 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. However, this is only due to the sectional view, in the embodiments the cooling channels 30 are separated from the inlet bore 64.
  • the cooling channels 30 of the known fuel injector 100 require a complex redesign of the valve body 3 and throttle plate 5 with an additionally very limited potential with regard to the hydraulic flow cross-section of the cooling channels 30. According to the invention, the cooling channels 30 are therefore largely outside the nozzle body 16, the valve body 3 and the throttle plate 5 educated.
  • Fig. 2 schematically shows a fuel injector 100 according to the invention, only the essential areas being shown.
  • the fuel injector 100 is similar to that of FIG Fig. 1 constructed and has the holding body 1, a control valve 2 and a throttle plate 5.
  • the control valve 2 can be electromagnetic, as in Fig. 1 shown, or some other drive, for example piezoelectric.
  • the control valve 2 is arranged in the valve body 3 and a valve plate 4.
  • the fuel injector 100 can also be designed such that the three components valve body 3, valve plate 4 and throttle plate 5 are made in two or even in one piece.
  • the control throttles for the nozzle needle movement that is to say the inlet and outlet throttle, are formed in the throttle plate 5.
  • Holding body 1, valve body 3, valve plate 4, throttle plate 5 and a nozzle 80 are connected by means of the nozzle clamping 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 clamping 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 to the holding body 1
  • a second O-ring 13 seals the guide sleeve 11 to the nozzle body 16, so that flow channels for the cooling medium are formed between the guide sleeve 11 and the nozzle clamping nut 7.
  • the cooling medium which can also be fuel, is supplied to the holding body 1 with a sufficient supply pressure via a cooling inlet 38 fed. Via an inlet bore 9 formed in the holding body 1, the cooling medium reaches a first annular space 10, which is formed between the nozzle clamping nut 7 and the holding body 1.
  • the first annular space 10 is hydraulically connected to an inflow channel 14 formed between the nozzle clamping nut 7 and the guide sleeve 11.
  • the inflow channel 14 extends essentially in the longitudinal direction of the fuel injector 100.
  • the inflow channel 14 can be both annular and in the form of guide grooves.
  • a second annular space 15 is formed between the nozzle body 16 and the nozzle clamping nut 7, into which the inflow channel 14 opens.
  • a cooling channel 17 is formed in the nozzle body 16, which can comprise several bores, for example. The cooling channel 17 hydraulically connects the second annular space 15 to a feed groove 18 formed between the nozzle body 16 and the cooling cap 20.
  • a preferably annular cooling space 19 is formed between the nozzle body 16 and the cooling cap 20.
  • the highest temperatures occur during operation of the fuel injector 100, so that cooling is effectively carried out via the cooling space 19 very close to the highest temperature input.
  • a discharge groove 21 formed between the nozzle body 16 and the cooling cap 20 serves to return the cooling medium from the cooling space 19. Furthermore, an outflow 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 delimit a collecting space 24 which is hydraulically connected to the cooling space 19 via the outflow channel 22 and the discharge groove 21.
  • the cooling medium can be removed from the collecting space 24 in various ways: When fuel is used as the cooling medium, the cooling quantity can be drawn out of the fuel injector 100 from the collecting space 24 via an existing control quantity return 25 of the control valve 2 of the fuel injector 100 be dissipated.
  • a cooling outlet 26 is also a control quantity outlet or a leak outlet outlet.
  • cooling medium for example engine oil or cooling water - the return of the cooling medium must be routed separately from the return of the fuel.
  • FIG Fig. 3 Such an embodiment of the fuel injector 100 is shown in FIG 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 Fig. 1 .
  • the further backflow of the cooling medium does not take place via the control quantity return 25 of the control valve 2, but via an annular discharge channel 34, which is formed between the outside diameter of the valve body 3 and the inside diameter of the guide sleeve 11.
  • An exemption 32 is formed in the holding body 1 in the sealing surface to the valve body 3.
  • the cooling sequence 26 is in the execution of the Fig. 3 formed in the holding body 1 and hydraulically connected to the collecting space 24 via the drain channel 34 and the exemption 32.
  • Cooling media other than fuel can also be used since there is no mixing with the control quantity return 25 of the control valve 2.
  • the flow direction of the cooling medium can also be changed in this variant, so that cooling medium is led to the cooling chamber 19 via the cooling outlet 26 and is subsequently discharged again from the fuel injector 100 via the cooling inlet 38.
  • a bore of the control quantity return 25 can open into the collecting space 24. This is then closed in a media-tight manner by a stopper 37 in order to prevent the cooling medium from being mixed with fuel.
  • Fig. 4 shows a further embodiment of the fuel injector 100 according to the invention.
  • the cooling inlet 38 does not take place via an inlet hole 9 in the holding body 1, but via an inlet hole 9 formed in the nozzle clamping nut 7.
  • the inlet hole 9 is in this case via O-rings arranged on the nozzle clamping nut 7 27, 28 sealed to the environment.
  • the inlet bore 9 opens directly into the inflow channel 14 and is further connected to the cooling chamber 19 via the annular space 15, the cooling channel 17 and the feed groove 18.
  • the cooling medium can also be removed in this way.
  • the cooling sequence 26 would then also be formed in the nozzle clamping nut 7.
  • the inflow channel 14 could then not be made over the entire circumference of the guide sleeve, but would be designed, for example, in the form of a longitudinal groove.
  • the guide sleeve 11 can be made very thin-walled.
  • the preferably circular cross section of the inflow channel 14 shows a very large cross section with a small radial space requirement.
  • the guide sleeve 11 is suitable due to its small space requirement with appropriate configurations of the fuel injector 100 as a retrofit kit for existing fuel injectors 100 without active cooling or with other active cooling.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP17714205.6A 2016-04-21 2017-03-29 Kraftstoffinjektor Active EP3445967B1 (de)

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 (de) 2016-04-21 2017-03-29 Kraftstoffinjektor

Publications (2)

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

Family

ID=58448547

Family Applications (1)

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

Country Status (5)

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

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

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
KR102211974B1 (ko) 2021-02-08
CN109072834A (zh) 2018-12-21
CN109072834B (zh) 2021-04-09
WO2017182242A1 (de) 2017-10-26
EP3445967A1 (de) 2019-02-27
DE102016206796A1 (de) 2017-10-26
KR20180132905A (ko) 2018-12-12

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