• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    In an apparatus for injecting fuel into the combustion chamber of an internal combustion engine, at least one injector (1) is provided which has an injection nozzle (2) with an axially displaceable nozzle needle (15) which dips into a control chamber (11) which can be fed with fuel under pressure , the pressure of which is controllable by means of a control valve (13) opening or closing fuel for at least one supply or discharge channel (9). The nozzle needle (15) is surrounded by a nozzle chamber (19) into which a high-pressure bore (8) opens, which can be fed by a high-pressure accumulator (6). In the nozzle body of the injection nozzle (2) at least one cooling channel (22) for a cooling liquid is formed, which for forming a cooling circuit with a control valve (13) passing coolant supply bore (20) for supplying cooling liquid to the cooling channel (22) and with an amSteuererventil ( 13) passing cooling liquid return bore (21) for discharging the cooling liquid from the cooling channel (22) is connected. The control valve (13) is arranged in a valve body (24) and designed as a solenoid valve having an electromagnet (23), means being provided for cooling the solenoid valve, in particular the electromagnet (23), which has a chamber (28 ), which is integrated into the cooling circuit.
    公开号:AT512422A1
    申请号:T1602012
    申请日:2012-02-07
    公开日:2013-08-15
    发明作者:
    申请人:Bosch Gmbh Robert；
    IPC主号:
    专利说明:

    1.·
    The present invention relates to an apparatus for injecting fuel into the combustion chamber of an internal combustion engine comprising at least one injector according to the preamble of claim 1.
    Injectors of the type described above are often used in common rail injection systems. Injectors for common rail systems for injecting high viscosity fuels into the combustion chamber of internal combustion engines are known in various forms. In the case of heavy oil, heating up to 150 ° C is required to achieve the necessary injection viscosity.
    Basically, an injector for a common rail injection system has different parts, which are usually held together by a nozzle retaining nut. The actual injection nozzle contains a nozzle needle, which is guided axially displaceably in the nozzle body of the injection nozzle and has a plurality of open spaces through which fuel can flow to the needle tip from the nozzle antechamber. The nozzle needle itself carries a collar on which a compression spring is supported, and immersed in a control chamber, which can be acted upon with fuel under pressure. An inlet channel can be connected to this control chamber via an inlet throttle and an outlet channel via an outlet throttle, wherein the respective pressure built up in the control chamber together with the force of the compression spring holds the nozzle needle in the closed position. The pressure in the control chamber can be controlled by a control valve, which is usually operated by an electromagnet. With appropriate wiring, an opening of the solenoid valve can cause a flow of fuel through a throttle, so that a decrease in the hydraulic holding force leads to the immersed into the control chamber end face of the nozzle needle for opening the nozzle needle. In this way, the fuel can pass through the injection openings in the combustion chamber of the engine in the sequence.
    In addition to an outlet throttle, an inlet throttle is usually also provided, wherein the opening speed of the nozzle needle is determined by the flow difference between the inlet and outlet throttle. When the solenoid valve is closed, the drainage path of the fuel is blocked by the outlet throttle and re-established pressure in the control chamber via the inlet throttle and causes the closing of the nozzle needle ·.
    The injection nozzle of the injectors described, in particular their nozzle tip must be cooled continuously due to the high thermal load. For this purpose, it is known to form at least one cooling channel in the nozzle body, which is integrated in a cooling circuit and by a cooling liquid, e.g. Motor oil is flowed through.
    In particular, in large diesel engines may result due to the fuels used, the required flow cross-sections and the high energy input of the electric current supply of the solenoid valve, a large thermal load on the valve. The thermal load of the solenoid valve is further increased when the solenoid valve is very close to the injector and thus close to the combustion chamber. Such an arrangement of the solenoid valve is desired so that the nozzle needle can be controlled very directly and without dead times, whereby the minimum quantity capability and the multiple injection capability can be improved. The thermal load situation further exacerbates due to increasing system pressures, i. the higher hydraulic power loss, and the increased number of required injections.
    To avoid thermal damage to the solenoid valve additional cooling of the solenoid valve is required. The separate cooling of a nozzle close arranged solenoid valve usually requires a completely new, very complex solenoid valve construction, with only a very few common parts can be used to an uncooled version for diesel applications and further increase the cost of this cooled design very strong.
    Cooling of injectors is known, for example, from WO 2006/021014 A1, in which additional channels, through which lubricating oil or engine oil flows, are arranged in the injector for the purpose of cooling.
    The invention now aims to accomplish the cooling of the solenoid valve, in particular of the electromagnet, in a simple manner and with little effort. In particular, it should be possible, a non-cooled, close to the nozzle arranged solenoid valve of a certain type of diesel application with little structural modifications in a cooled design for example. Convert heavy fuel oil application.
    To achieve this object, the invention essentially provides, proceeding from a device of the type initially mentioned, that the means for cooling comprises a chamber through which the cooling liquid can flow, which chamber is integrated in the cooling circuit. According to the invention thus the existing nozzle cooling is used for the cooling of the solenoid valve, so that the structural adjustments that are required for the realization of the additional solenoid valve cooling can be reduced to a minimum. The injector version with cooling and the injector version without cooling therefore have a high level of conformity of their components, so that the variety of components can be reduced overall and the production process can be made more economical both in terms of production and storage.
    The cooling according to the invention is particularly suitable for the cooling of the solenoid of the solenoid valve. An advantageous embodiment of the invention in which the electromagnet can be cooled particularly efficiently results from the fact that the chamber surrounds the electromagnet in an annular manner. The annular design can be structurally particularly advantageous in that the chamber is formed by at least one annular groove formed in the valve body. The annular groove is in this case open to the solenoid valve or its electromagnet, so that a maximum contact surface of the cooling liquid can be achieved. It is understood that the electromagnet must be surrounded by a watertight sheath.
    If only a single annular chamber or an annular groove is provided, the cooling liquid inlet and the coolant outlet are provided at diametrically opposite locations of the chamber or annular groove. In certain cases, however, an embodiment with more than one annular chamber or annular groove can also be advantageous. A preferred development provides in this case that at least two axially spaced-apart annular grooves are provided, which are interconnected by means of an axial groove. With such a construction, the cooling liquid inlet and the cooling liquid outlet are made on the same side.
    The integration of the solenoid valve cooling in the cooling circuit of the nozzle cooling can be done in terms of flow in various ways. A first preferred variant provides that the cooling channel and the chamber can be flowed through serially by the cooling liquid. The chamber and the cooling channel of the nozzle cooling are thus flowed through one behind the other. The chamber can basically be switched on both in the coolant flow and the coolant return. However, a higher cooling capacity is achieved in that the chamber is switched on in the coolant flow. In this case, the chamber is preferably arranged in terms of flow between a first section and a second section of the cooling liquid supply bore.
    A second preferred variant provides that the cooling channel and the chamber can be flowed through in parallel by the cooling liquid. Structurally, it is preferable in this case that the chamber is arranged fluidly between the cooling liquid supply bore and the coolant return hole. In this case, the ratio of the amount of coolant flowing through the nozzle cooling to the amount of coolant flowing through the solenoid valve cooling can be determined by selecting the respective flow cross section. This is preferably done by suitable arrangement and dimensioning of a throttle point. A preferred development provides in this context, that the chamber between the coolant supply hole and the coolant return hole has at least one throttle point. The throttle point is formed by a reduced radial depth region of the chamber forming annular groove.
    To ensure that the chamber provided according to the invention is sealed, it is preferably provided that the chamber is sealed by means of a ring seal cooperating with the electromagnet.
    According to a further preferred procedure, the cooling liquid can be passed through a heat exchanger for preheating the cooling liquid. In this way, on the one hand, the cooling capacity can be adjusted. At the same time hereby also a heating of the valve, for example, before the engine start, possible.
    The invention will be explained in more detail with reference to an embodiment schematically illustrated in the drawing. FIG. 2 shows a detailed view of a first embodiment of the cooling of the solenoid valve according to the invention in section, FIG. 3 shows a modified design of the cooling, FIG modified design of the cooling and Figure 5 shows a cross section along the line VV of Fig, 4th
    In Fig. 1, an injector 1 is shown, which has an injection nozzle 2, a throttle plate 3, a valve plate 4, a holding body 5 and a high-pressure accumulator 6, wherein a bolted to the holding body 5 nozzle retaining nut 7, the injection nozzle 2, the throttle plate 3 and the Valve plate 4 cohesion. In the idle state, the solenoid valve 13 is closed so that high-pressure fuel from the high-pressure accumulator 6 via the high-pressure line 8, the cross-connection 9 and the inlet throttle 10 flows into the control chamber 11 of the injection nozzle 2, the outflow from the control chamber 11 via the outlet throttle 12 but the valve seat the solenoid valve 13 is blocked. The voltage applied in the control chamber 11 system pressure presses together with the force of the nozzle spring 14, the nozzle needle 15 in the nozzle needle seat 16, so that the injection holes 17 are closed. If the solenoid of the solenoid valve 13 is actuated, it releases the flow through the solenoid valve seat, and fuel flows from the control chamber 11 through the outlet throttle 12, the solenoid valve armature chamber and the low pressure bore 18 back into the fuel tank, not shown. A equilibrium pressure defined in the control chamber 11 by the flow cross-sections of inlet throttle 10 and outlet throttle 12 is so small that the system pressure applied in the nozzle chamber 19 is able to open the nozzle needle 15, which is displaceable longitudinally in the nozzle body, so that the spray holes 17 are released and an injection takes place.
    As already mentioned, heating of the fuel is required in heavy-fuel-operated internal combustion engines, with additional heat loads acting on the common rail injectors. In addition to the already preheated to reduce the viscosity up to 150 ° C fuel, the projecting into the combustion chamber nozzle tip undergoes heating by the hot combustion gases. The control current for the solenoid valve causes further heating. As shown schematically in FIG. 1, cooling is provided in this case, the injector being constantly supplied with a cooling liquid, e.g. Motor oil is flushed through. The flushing channels in the injector are shown in black in Fig.l, wherein the cooling liquid passes through these channels in the region of the nozzle tip. The coolant inlet bore is indicated at 20, the coolant return bore at 21 and the annular cooling channel arranged in the region of the nozzle tip are indicated by dashed lines at 22.
    In the low pressure bore 18, an absolute pressure of 1-2 bar prevails, so that it comes through the Absteuerung the system pressure via inlet throttle 10, outlet throttle 12 and solenoid valve seat to a strong heating of the fuel. At the same time, the electrical and magnetic losses occurring in the electromagnet of the solenoid valve 13 act as additional heating, so that it can come to critical component loads especially at high flow rates, as well as already preheated fuels (such as heavy oil) and high electrical operating currents of the solenoid valve 13.
    2 schematically shows an axial portion of the injector 1, in which the solenoid 23 of the solenoid valve 13 is arranged. The electromagnet 23 is arranged in a cylindrical bore 25 in the valve body 24 and is pressed against a support surface 26. In this valve body 24, fuel is passed through at least one high-pressure bore 8, not shown in FIG. 2, to the injection nozzle 2, and the low-pressure control quantities are conducted back into the holding body 5 via bores, likewise not shown in FIG. Furthermore, the cooling liquid is passed through the valve body 24 in the coolant inlet hole 20 to the injection nozzle 2 and returned to the coolant return hole 21 again. In order to concomitantly use the cooling liquid provided for the cooling of the injection nozzle 2 for the cooling of the electromagnet 23, a ring seal 27 is disposed in the cylindrical bore 25, which together with the bearing surface 26 of the electromagnet 23 on the valve body 24, a sealed chamber 28 to the electromagnet 23rd creates around which can be flowed through in a suitable manner with the cooling liquid from the cooling liquid inlet bore 20. The design must be designed so that on the one hand, the flow to the nozzle cooling is not throttled, on the other hand, but also the solenoid 23 is completely flowed around.
    2 shows a first embodiment with two annular grooves 29 formed in the valve body 24, the upper annular groove 29 being connected to a first portion 20 'of the coolant inlet bore and the lower annular groove 29 being connected to a second portion 20' 'of the coolant inlet bore. At the connection to the cooling liquid inlet bore 20 opposite side, the two annular grooves 29 are connected by means of a short axial groove 30. Thus, the amount of cooling flows into the upper groove 29 on the magnetic periphery to the opposite side, then axially down into the lower groove and back over the circumference, and then on to the injection nozzle.
    3 shows a modified embodiment with only one annular groove 31 which is connected on opposite sides to the first portion 20 'and the second portion 20' 'of the cooling liquid inlet bore. Here, the amount of cooling flows into the annular groove 31, then along the magnetic circumference and on the opposite side back to the injection nozzle.
    4 shows further modified training, where the magnetic cooling is not arranged in the flow of the nozzle cooling, but runs parallel to this. This means that on one side of the annular groove 32, the Kühlflüssigkeitszulaufbohrung 20 and on the opposite side of the coolant return hole 21 is connected or is cut. In this embodiment, it is advantageous to throttle the coolant flow rate, so that the cooling liquid quantity available for cooling the injection nozzle 2 is not reduced too much. This throttling can be carried out in a particularly simple manner, e.g. can be achieved in that the annular groove 32 with changing depth, i. radial expansion is formed so that there is a larger flow cross-section between the connection points of the supply and return than at a arranged between these two points choke point 33. In the sectional view of FIG. 5 it can be seen that this results in an oval profile of the groove bottom ,
    In addition, the cooling liquid can not only be cooled by suitable arrangement of an external heat exchanger, but also preheated if necessary. If, for example, heavy oil is used as the fuel, this preheated cooling fluid can be used to control the temperature of the solenoid valve 13 and thus to accelerate the engine start.
    权利要求:
    Claims (12)
    [1]
    1. An apparatus for injecting fuel into the combustion chamber of an internal combustion engine comprising at least one injector having an injection nozzle with an axially displaceable nozzle needle, which dips into a feedable fuel under pressure control chamber whose pressure via at least one inlet or outlet channel for fuel opening or closing control valve is controllable, wherein the nozzle needle is surrounded by a nozzle chamber into which a high-pressure bore, which is fed from a high-pressure accumulator, wherein in the nozzle body of the injection nozzle is formed at least one cooling channel for a cooling liquid, which is for forming a cooling circuit connected to a coolant flow passage bore for supplying cooling fluid to the cooling passage and passing to a cooling fluid return bore passing through the control valve for discharging the cooling fluid from the cooling passage is, wherein the control valve disposed in a valve body and is formed as a solenoid having a solenoid valve and means for cooling the solenoid valve, in particular of the electromagnet are provided, characterized in that the means for cooling comprises a permeable by the cooling liquid chamber (28), which is integrated into the cooling circuit.
    [2]
    2. Apparatus according to claim 1, characterized in that the chamber (28) surrounds the electromagnet (23) in an annular manner.
    [3]
    3. Apparatus according to claim 1 or 2, characterized in that the chamber (28) of at least one in the valve body (24) formed annular groove (31,32) is formed.
    [4]
    4. Apparatus according to claim 3, characterized in that at least two axially spaced-apart annular grooves (29) are provided which are interconnected by means of an axial groove (30).
    [5]
    5. Device according to one of claims 1 to 4, characterized in that the cooling channel (22) and the chamber (28) are serially flowed through by the cooling liquid.
    [6]
    6. The device according to claim 5, characterized in that the chamber (28) fluidly between a first portion (20 ') and a second portion (20' ') of the cooling liquid supply bore (20) is arranged.
    [7]
    7. Device according to one of claims 1 to 4, characterized in that the cooling channel (22) and the chamber (28) are flowed through in parallel by the cooling liquid.
    [8]
    8. The device according to claim 7, characterized in that the chamber (28) is arranged in terms of flow between the cooling liquid supply bore (20) and the cooling liquid return bore (21).
    [9]
    9. Apparatus according to claim 7 or 8, characterized in that the chamber (28) between the Kühlflüssigkeitsvorlaufbohrung (20) and the cooling liquid return bore (21) has at least one throttle point (33). * # * * # · 13 * · φ ** ··
    [10]
    10. The device according to claim 9, characterized in that the throttle point (33) is formed by a region of reduced radial depth of the chamber (28) forming annular groove (32).
    [11]
    11. Device according to one of claims 1 to 10, characterized in that the chamber (28) by means of a with the electromagnet (23) cooperating annular seal (27) is sealed.
    [12]
    12. Device according to one of claims 1 to 11, characterized in that a heat exchanger is provided for preheating the cooling liquid. Vienna, February 7, 2012 Robert Bosch GmbH by: Haffner and Keschmann Patentanwälte OG
    类似技术:
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    同族专利:
    公开号 | 公开日
    AT512422B1|2016-01-15|
    WO2013117979A1|2013-08-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    WO2006021014A1|2004-08-24|2006-03-02|Robert Bosch Gmbh|Injection nozzle for internal combustion engines|
    DE102008001116A1|2008-04-10|2009-10-15|Robert Bosch Gmbh|Fuel injector as well as fuel injection system|
    DE102010004397A1|2009-01-13|2010-07-15|Caterpillar Inc., Peoria|Stator assembly and this fuel injector|DE102013006420A1|2013-04-15|2014-10-16|L'orange Gmbh|fuel injector|DE102007016418A1|2007-04-05|2008-10-09|Man Diesel Se|Temperature control of the switching valve unit in injection systems|
    AT505666B1|2007-08-20|2009-03-15|Bosch Gmbh Robert|METHOD AND DEVICE FOR INJECTING FUEL INTO THE COMBUSTION ENGINE OF AN INTERNAL COMBUSTION ENGINE|
    DE102008001735A1|2008-05-14|2009-11-19|Robert Bosch Gmbh|Fuel injector and internal combustion engine|
    US7849836B2|2008-10-07|2010-12-14|Caterpillar Inc|Cooling feature for fuel injector and fuel system using same|
    DE102009027459A1|2009-07-03|2011-01-05|Robert Bosch Gmbh|Fuel injector and fuel injection system|
    DE102009027932A1|2009-07-22|2011-01-27|Robert Bosch Gmbh|Fuel injector and fuel injection system|DE102016206796A1|2016-04-21|2017-10-26|Robert Bosch Gmbh|fuel injector|
    DE102017202686A1|2017-02-20|2018-08-23|Robert Bosch Gmbh|fuel injector|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA160/2012A|AT512422B1|2012-02-07|2012-02-07|DEVICE FOR INJECTING FUEL IN THE COMBUSTION ENGINE OF AN INTERNAL COMBUSTION ENGINE|ATA160/2012A| AT512422B1|2012-02-07|2012-02-07|DEVICE FOR INJECTING FUEL IN THE COMBUSTION ENGINE OF AN INTERNAL COMBUSTION ENGINE|
    PCT/IB2013/000152| WO2013117979A1|2012-02-07|2013-02-07|Device for injecting fuel into the combustion chamber of an internal combustion engine|
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