The present invention is based on a fuel injector for internal combustion engines.
One known fuel injector, designed as a so-called multi-orifice fuel injector for internal combustion engines, see German Published Patent Appln. No. 10 2005 036 951, has a valve seat member accommodated at its end in a hollow cylindrical valve seat support, which, using an inner body wall, bounds a valve chamber that is in connection to a fuel supply. A valve seat is developed on the inner body wall of the valve seat support. A plurality of spray orifices are situated in the valve seat body, which, in the inner body wall, namely in the range of the body wall enclosed by the valve seat, has orifice entry openings situated, and in the outer convex body wall of the valve seat body, facing away from the valve chamber, has orifice exit openings. Each of the plurality of spray orifices has an orifice entry section having a small cross section, bordered upstream by the orifice entry opening and an orifice exit section having a larger cross section that is bordered downstream by the orifice exit opening. Together with a closing member, the valve seat forms a sealing seat lying upstream of the spray orifices that is axially displaceable in the valve seat support and is drivable for the lift motion. Within the range of the body wall of the valve seat body enclosed by the orifice entry openings of the spray orifices, a blind-end bore having a blind-end bore opening towards the valve chamber has been worked into the body wall. Such a blind-end bore is used as a stabilizing volume for damping a highly turbulent fuel flow which, at full lift of the valve member in this area, develops by an excess of fuel for the spray orifices.
It has turned out that, in the closing phase of the valve at the end of the injection, as a result of the inertia injection orifice flow, an underpressure is created in the blind-end bore and thereby a partial return flow of the fuel to the blind-end bore takes place, Because of this return flow, a clear reduction in the preparation quality of the fuel is created, which increases the soot emission in the exhaust gas and promotes coking, i.e. deposits from combusted fuel, at the orifice exit openings of spray orifices.
The fuel injector according to the present invention, has the advantage that, because of the plunger developed on the closing head and dipping into the blind-end bore in the closing phase of the valve member displaces the fuel volume stored in the blind-end bore and it is sprayed off as an additional injection quantity. A return flow of the fuel is prevented and coking at the spray orifice exits is counteracted. The required pressure for a good atomization of the injection quantity displaced from the blind-end bore is built up by the dynamics of the valve member. The blind-end bore still remains present as stabilizing space at full lift of the valve member for the highly turbulent cross flow, and the disadvantages of a valve seat body not having a blind-end bore are avoided.
According to one advantageous specific embodiment of the present invention, blind-end bore and plunger are so adjusted to each other that when the sealing seat is closed, the plunger lies in the blind-end bore in a form-locking manner. Thereby the complete displacement of the fuel volume stored in the blind-end bore is ensured in the closing process.
According to one advantageous specific embodiment of the present invention, the blind-end bore is developed as a hollow and the plunger is developed as a protuberance, and each has a bell shape or a hat shape. The hollow is preferably provide with an elevation sticking out from the base of the hollow and the protuberance is provided with a depression which is adjusted to the contour of the elevation in the hollow. Alternatively, the blind-end bore and the plunger have a frustoconical shape. In both cases, when the valve closes, on the one hand an additional centering of the valve member is achieved and on the other hand a hydraulic damping of the closing pulse of the valve member.
The fuel injector sketched schematically in longitudinal section shown with its spray-off end in a cutaway manner in
Downstream of the sealing seat, spray orifices 21 are situated in valve seat member 12, which each have two orifice sections stepped in cross section, namely one upstream orifice entry section 22 having a small orifice cross section and an orifice entry opening 121 and a downstream orifice exit section 23 having a large orifice cross section and an orifice exit opening 231. All orifice entry openings 221, on the one hand, and all orifice exit openings 231, on the other hand, lie on a so-called divider circle in planes parallel to one another, which extend transversely to the axis of valve seat member 12, that is, in the circumferential direction they have the same distances from one another. Orifice entry openings 221 of orifice entry sections 22 are situated, in this instance, in the region enclosed by valve seat 14 of inner body wall 121 of valve seat member 12, while orifice exit openings 231 lie in outer body wall 122, facing away from valve chamber 13, of valve seat body 12, namely, in this case, in a dome-shaped central region of valve seat body 12. Into inner body wall 121 of valve seat body 12 a blind-end bore 24, having a blind-end bore opening pointing to valve chamber 13, is worked in, the axes of blind-end bore 24 and valve seat body 12 being preferably in alignment. This blind-end bore 24 forms a stabilizing space for a highly turbulent transverse flow of the fuel that develops at complete lift of valve member 16 between orifice entry openings 221.
In order, in the closing phase of the valve, to avoid the development of an underpressure in blind-end bore 24, having the disadvantages described at the outset, closing head 15 of valve member 16 at its end face, facing valve seat member 12, is provided with a plunger 25 that sticks out from closing head 15 which is preferably connected as one piece in an attached form to plunger 25. The shape of plunger 25 is adjusted to the contour of blind-end bore 24, so that in the closing phase of the valve, during closing of the sealing seat, plunger 25 dips into blind-end bore 24 and displaces the fuel volume present there in the direction towards orifice entry openings 221 of the spray orifices. Blind-end bore 24 and plunger 25 are preferably adjusted to each other in such a way that, when the sealing seat is closed, plunger 25 lies in a form-locking manner in blind-end bore 24, and consequently the fuel volume stored in blind-end bore 24 in the closing phase is pushed out completely from blind-end bore 24. In the exemplary embodiment shown in
In the exemplary embodiment of blind-end bore 24 and plunger 25 according to the modification of the fuel injector shown in
In the exemplary embodiment shown in
Number | Date | Country | Kind |
---|---|---|---|
10 2011 077 272 | Jun 2011 | DE | national |
Filing Document | Filing Date | Country | Kind | 371c Date |
---|---|---|---|---|
PCT/EP2012/057519 | 4/25/2012 | WO | 00 | 3/11/2014 |
Publishing Document | Publishing Date | Country | Kind |
---|---|---|---|
WO2012/167992 | 12/13/2012 | WO | A |
Number | Name | Date | Kind |
---|---|---|---|
20100193612 | Schrade | Aug 2010 | A1 |
20120180757 | Gerber | Jul 2012 | A1 |
Number | Date | Country |
---|---|---|
19605368 | Aug 1997 | DE |
10163909 | Jul 2003 | DE |
102005036951 | Feb 2007 | DE |
WO2011033036 | Mar 2011 | DE |
1995448 | Nov 2008 | EP |
1190361 | Oct 1959 | FR |
03294655 | Dec 1991 | JP |
H03-294655 | Dec 1991 | JP |
04112965 | Apr 1992 | JP |
08247002 | Sep 1996 | JP |
H08-247002 | Sep 1996 | JP |
H09-14091 | Jan 1997 | JP |
2002-332935 | Nov 2002 | JP |
2005-337192 | Dec 2005 | JP |
2008-507663 | Mar 2008 | JP |
EP1995448 | Nov 2008 | JP |
2010-038126 | Feb 2010 | JP |
201038126 | Feb 2010 | JP |
WO 2011033036 | Mar 2011 | WO |
Entry |
---|
International Search Report for PCT/EP2012/057519, issued on Jul. 26, 2012. |
Number | Date | Country | |
---|---|---|---|
20140190451 A1 | Jul 2014 | US |