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WO2006003049A1 - Injecteur destine a injecter du carburant dans une chambre de combustion d'un moteur diesel - Google Patents

Injecteur destine a injecter du carburant dans une chambre de combustion d'un moteur diesel Download PDF

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Publication number
WO2006003049A1
WO2006003049A1 PCT/EP2005/052159 EP2005052159W WO2006003049A1 WO 2006003049 A1 WO2006003049 A1 WO 2006003049A1 EP 2005052159 W EP2005052159 W EP 2005052159W WO 2006003049 A1 WO2006003049 A1 WO 2006003049A1
Authority
WO
WIPO (PCT)
Prior art keywords
injection nozzle
injection
combustion chamber
partial
jet
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.)
Ceased
Application number
PCT/EP2005/052159
Other languages
German (de)
English (en)
Inventor
Werner Teschner
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
Priority to EP05743101A priority Critical patent/EP1766228A1/fr
Publication of WO2006003049A1 publication Critical patent/WO2006003049A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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
    • 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
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0654—Thermal treatments, e.g. with heating elements or local cooling
    • F02B23/0657—Thermal treatments, e.g. with heating elements or local cooling the spray interacting with one or more glow plugs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0669—Details related to the fuel injector or the fuel spray having multiple fuel spray jets per injector nozzle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • Injector for injecting fuel into a combustion chamber of a diesel engine
  • the invention relates to an injection nozzle for injecting fuel into a combustion chamber of a diesel engine via at least a first partial beam and at least a second partial beam which is output simultaneously with the first partial beam, wherein a direction of a first partial beam is located on a first cone shroud with a first opening angle.
  • Such an injection nozzle is known for example from the Automotive Handbook, 23rd Edition, page 556.
  • the injectors shown there are for one
  • Schrägeinbau provided in a cylinder head of an internal combustion engine and issue through multiple injection holes partial beams whose directions lie on a cone.
  • the axis of the cone passes through the piston, which seals the combustion chamber movable.
  • Cone of these known injection nozzles is in the range of 140 to 160 degrees. This geometry results in an injection into a comparatively flat volume. Appropriately, the injection occurs relatively late near top dead center of the compression of the upwardly moving piston.
  • the good cold start capability results from the fact that, because of the wide opening angle, fuel is sprayed in the vicinity of a glow plug which is arranged in the cylinder head.
  • the glow plug is heated electrically in the cold start case and makes it easier to ignite the filling of the combustion chamber.
  • diesel engines will in future also work with homogeneous combustion chamber fillings.
  • a homogeneous distribution of the fuel in the combustion chamber is achieved by a comparatively early and deep into the combustion chamber, taking place well before the top dead center of the compression injection, so that more time is available for a homogeneous distribution of the fuel in the combustion chamber.
  • the homogeneous distribution is also supported by the fact that the upwardly moving piston swirls the combustion chamber filling of air and fuel during further compression.
  • the object of the invention is to specify measures which ensure an improvement in the cold start capability in diesel engines with homogeneous combustion processes.
  • This object is achieved with an injection nozzle of the type mentioned in that a direction of at least a second partial beam is located on a second conical surface with a second opening angle which is smaller than the first opening angle.
  • the invention is based on the finding that the undesirable effect of deterioration of the
  • two opening angles are used, so that there is a division of the injection quantity into at least one ignition jet and further jets which ensure a homogeneous mixture distribution in the combustion chamber. It is preferable that the second opening angle is between 30 and 130 degrees.
  • the first opening angle is between 130 and 160 degrees.
  • This angular interval corresponds approximately to the usual angular interval used for a stratified charge, which has shown good cold start capability.
  • Cargo usual angle direction aims, as usual in the cylinder head mounted heater, such as a glow plug, bring much more heat in the injected fuel, which the ignition at low combustion chamber temperatures and thus the
  • the injection nozzle simultaneously outputs exactly a first partial beam and a plurality of second partial beams.
  • a partial jet is output through an associated injection hole at a combustion chamber end of the injection nozzle.
  • the output of a Kraftstoffn ⁇ enge over several injection holes allows a reproducible distribution of the fuel quantity to be injected to a plurality of partial beams, which is essential for optimizing a subsequent combustion.
  • the two conical shells have the same conical axis and that n injection jets are distributed on the two conical shells so that an n-fold symmetry results in a projection of the n directions of the injection jets on a plane perpendicular to the conical axis.
  • an arrangement has an n-fold symmetry when it is imaged onto itself during a rotation of 360 ° / n.
  • the arrangement of the injection jets is as much as possible adapted to the symmetry of the air volume into which is injected. Since the injection takes place comparatively early in a homogeneous combustion process, this air volume is essentially defined by the cylinder shape above the piston which is moving upwards.
  • a further preferred embodiment is characterized in that a partial beam, the direction of which lies on the first conical jacket, has a smaller penetration depth into a combustion chamber than a partial beam whose direction lies on the second conical jacket.
  • This embodiment takes into account that the sub-beam is radiated on the first conical surface essentially transversely to the cylinder axis and that an injection nozzle arranged centrally in the direction of the cylinder axis can only be moved by a comparatively small distance from one lateral cylinder wall is separated.
  • the distance of a piston at bottom dead center to the injector is about twice the distance of the injector nozzle from the cylinder shell. In the case of an early injection with the aim of a homogeneous mixture distribution, therefore, a comparatively large penetration depth into the cylinder is to be striven for.
  • the injection holes are dimensioned so that a larger fuel mass is injected via a second partial jet during an injection than via a first partial jet.
  • This configuration causes the lower penetration depth of the ignition jet and, moreover, causes the larger quantity of fuel to be available for the desired homogeneous distribution in the cylinder and only as little fuel as possible for an ignition jet to be diverted. As a result, losses that may result from the breakage of the symmetry of the injection jet arrangement with a warm internal combustion engine are kept small.
  • injection holes are dimensioned so that the same amount of fuel is metered via two second partial beams during an injection become .
  • This feature contributes as much as possible to maintain a symmetry of the fuel distribution in the cylinder and thus positively influences the combustion.
  • a further preferred embodiment is characterized in that the injection nozzle has markings for determining a built-in rotational angle position. It is furthermore preferred that the markings define a built-in rotational angle position in which a first partial jet has a predetermined orientation relative to a heating device or ignition device in the combustion chamber.
  • the first partial beam is directed to a heating device.
  • This arrangement ensures that the cold start improvement potential of the injection jet assembly according to the invention also comes into play when a heater arranged at a certain angle is used. With annular or other heaters distributed over the circumference of the cylinder, this feature would be dispensable.
  • markings have a form-locking rotation lock.
  • a further preferred embodiment is characterized by a fastening means for axially fixing the injection nozzle in a cylinder head of an internal combustion engine.
  • the fastening means comprise a threaded sleeve or a union nut.
  • FIG. 1 shows schematically a combustion chamber with a known, centrally arranged injection nozzle for a stratified diesel combustion process
  • FIG. 2 schematically shows a combustion chamber with a injection nozzle according to the invention for a homogeneous diesel combustion process
  • Fig. 3 is an observed from the direction of a piston injection nozzle as an embodiment of an injection nozzle according to the invention.
  • an injection nozzle 10 is shown, the combustion chamber side end 12 projects into a combustion chamber 14.
  • the injection nozzle 10 has at its combustion chamber end 12 holes or openings 16, 18, 20, are output via the injection jets 22 in an air filling of the combustion chamber 14. The output of the
  • the combustion chamber 14 is bounded above by a cylinder head 30 and to the sides by a cylinder jacket 32 and movably sealed by a piston 34.
  • the numeral 36 in FIG. 1 marks the position of a top dead center of movement of the piston 34 in the cylinder jacket 32.
  • the illustration of FIG. 1 represents a known combustion chamber and injection jet geometry used in conjunction with a late fuel injection for the formation of a stratified combustion chamber charge becomes. In this case, the injection takes place relatively late, so only shortly before the piston 34 reaches its top dead center 36. Accordingly, the remaining volume of the combustion chamber 14 at this time is comparatively flat and wide.
  • This geometry of the combustion chamber 14 at the time of injection is taken into account by a geometry of the injection jets angle that passes through a comparatively wide first opening angle 28 is characterized.
  • the first opening angle 28 is typically between 130 and 160 ° in the boundary conditions shown in FIG.
  • a glow plug 38 is usually arranged in the cylinder head 30, the combustion chamber side end 40 is electrically heated.
  • the very wide first opening angle which is an interval between 130 ° and 160 °, as used in the prior art, has shown good cold start properties.
  • FIG 2 shows schematically a combustion chamber 14 with an injection nozzle 42 according to the invention for a homogeneous
  • the injection nozzle 42 outputs a first partial jet 44 in a direction 46 which lies on a first conical jacket with a first opening angle 28.
  • the injection nozzle 42 is at least a second partial beam 48 and / or 50 in a second
  • Direction 52 and / or 54 each lying on a second cone sheath with a second opening angle 56, which is smaller than the first opening angle 28.
  • the second opening angle 56 is preferably in an interval between 30 ° and 130 °, while the first opening angle 28 corresponds to the known from the prior art ago opening angle from the interval between 130 and 160 c .
  • the second partial beams 48 and 50 are injected at the comparatively small aperture angle 56 to achieve a large penetration depth with a comparatively early injection.
  • the piston 34 is in this case still relatively far away from its upper Tot Vietnameseläge 36, so that the known Injection geometry, as shown in Figure 1, would capture only a portion of the combustion chamber volume.
  • the piston 34 which continues to move upwards during and after an injection, swirls the injected fuel with the air filling of the combustion chamber 14, so that the result is a substantially homogeneous mixture of fuel and air in the combustion chamber 14.
  • Cylinder jacket 32, the cylinder head 30 and the piston 34 to ensure the first partial beam 44 is preferably sold with the flatter, or wider, first opening angle 28. This is done with the aim of achieving a local fuel enrichment at the combustion chamber end 40 of the glow plug 38. With a suitable orientation of the injection nozzle 42, a single first partial jet 44 suffices, which has a lower penetration depth than the second partial beams 48 and 50 and which also transports less fuel.
  • the first sub-beam 44 thus serves as a kind of ignition. It is designed, for example by a smaller injection hole 16, to a lower injection quantity than the other partial beams 48, 50 in order to influence the pollutant emissions as little as possible in a warm combustion engine.
  • the injection nozzle 42 is preferably inserted into the cylinder head 30 such that the first partial jet 44 is deposited in the direction of the glow plug 38.
  • the injection nozzle 42 may have at its periphery a fixed mark 58 which fits positively into a correspondingly formed counterpart of the cylinder head 30 and fixes the injector 42 in the desired angular position.
  • the injection nozzle 42 is preferably clamped by means of threaded sleeves, banjo bolts, union nuts or claws with the cylinder head 30.
  • FIG. 3 shows an injection pattern of an exemplary embodiment of an injection nozzle 42 viewed from the direction of rotation of the piston 34.
  • the injection nozzle according to FIG. 3 has a first injection opening 16 and seven second injection openings 18. The total of eight
  • Injection openings 16, 18 are arranged so that the directions of the output partial beams have an eightfold symmetry. It is preferred that in each case the same injection quantities are output via the second injection openings 18, so that the partial beams 48 emitted via the injection openings 18 have the same penetration depth. In contrast, the first part of the beam 44 should have a lower penetration depth and transport a lower fuel mass. This is illustrated in FIG. 3 by a partial beam 44 shortened in comparison to the second partial beams 48.

Landscapes

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

Abstract

L'invention concerne un injecteur (42) destiné à injecter du carburant dans une chambre de combustion (14) d'un moteur diesel, en envoyant au moins un premier jet partiel (44) et au moins un deuxième jet partiel (46) en même temps que le premier jet partiel (44), un premier jet partiel (44) étant orienté dans une direction (46) se trouvant sur une première génératrice de cône avec un premier angle d'ouverture (28). Cet injecteur (42) se caractérise en ce qu'au moins un deuxième jet partiel (48, 50) est orienté dans une direction (52, 54) se trouvant sur une deuxième génératrice de cône avec un deuxième angle d'ouverture (56) inférieur au premier angle d'ouverture (28).
PCT/EP2005/052159 2004-07-07 2005-05-12 Injecteur destine a injecter du carburant dans une chambre de combustion d'un moteur diesel Ceased WO2006003049A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP05743101A EP1766228A1 (fr) 2004-07-07 2005-05-12 Injecteur destine a injecter du carburant dans une chambre de combustion d'un moteur diesel

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004032818A DE102004032818A1 (de) 2004-07-07 2004-07-07 Einspritzdüse zur Einspritzung von Kraftstoff in einen Brennraum eines Dieselmotors
DE102004032818.8 2004-07-07

Publications (1)

Publication Number Publication Date
WO2006003049A1 true WO2006003049A1 (fr) 2006-01-12

Family

ID=34968120

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2005/052159 Ceased WO2006003049A1 (fr) 2004-07-07 2005-05-12 Injecteur destine a injecter du carburant dans une chambre de combustion d'un moteur diesel

Country Status (3)

Country Link
EP (1) EP1766228A1 (fr)
DE (1) DE102004032818A1 (fr)
WO (1) WO2006003049A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010010000B4 (de) 2010-03-02 2018-05-09 Stefan Beier Einspritzdüse
DE102010063355A1 (de) 2010-12-17 2012-06-21 Robert Bosch Gmbh Kraftstoffeinspritzventil für Brennkraftmaschinen
DE102011016234A1 (de) 2011-04-06 2012-10-11 Mtu Friedrichshafen Gmbh Brennkraftmaschine mit Einspritzventil

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4136851A1 (de) * 1991-11-08 1993-05-13 Avl Verbrennungskraft Messtech Dieselmotor kleinerer leistung
JPH0674131A (ja) * 1992-06-05 1994-03-15 Agency Of Ind Science & Technol ２段噴射型メタノールエンジン
US6089476A (en) * 1997-06-25 2000-07-18 Toyota Jidosha Kabushiki Kaisha Fuel injection valve for an internal combustion engine
US6553960B1 (en) * 1997-04-11 2003-04-29 Yanmar Co., Ltd. Combustion system for direct injection diesel engines

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4136851A1 (de) * 1991-11-08 1993-05-13 Avl Verbrennungskraft Messtech Dieselmotor kleinerer leistung
JPH0674131A (ja) * 1992-06-05 1994-03-15 Agency Of Ind Science & Technol ２段噴射型メタノールエンジン
US6553960B1 (en) * 1997-04-11 2003-04-29 Yanmar Co., Ltd. Combustion system for direct injection diesel engines
US6089476A (en) * 1997-06-25 2000-07-18 Toyota Jidosha Kabushiki Kaisha Fuel injection valve for an internal combustion engine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 018, no. 325 (M - 1625) 21 June 1994 (1994-06-21) *

Also Published As

Publication number Publication date
DE102004032818A1 (de) 2006-02-16
EP1766228A1 (fr) 2007-03-28

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