Internal-combustion engines – Charge forming device – Fuel injection system
Reexamination Certificate
1999-07-16
2001-08-07
Miller, Carl S. (Department: 3747)
Internal-combustion engines
Charge forming device
Fuel injection system
C123S447000, C239S533900
Reexamination Certificate
active
06269795
ABSTRACT:
PRIOR ART
The invention is based on a fuel injection valve for internal combustion engines. In one such fuel injection valve, known from German patent disclosure DE 44 40 182 A1, a piston-like valve member is axially displaceably guided in a guide bore of a valve body. The valve body has a sealing face on its end toward the combustion chamber, and with this face the valve body cooperates with a valve seat face disposed on the valve body, in order to control an injection opening. With its end remote from the combustion chamber, the valve member protrudes into a spring chamber, in which at least one valve spring is disposed that urges the valve member in the closing direction toward the valve seat face. The valve member also has a pressure shoulder, which protrudes into a pressure chamber that can be filled with high fuel pressure, and this shoulder is embodied such that the high fuel pressure engaging the pressure shoulder urges the valve member in the opening direction, counter to the restoring force of the valve springs.
To generate a two-stage opening stroke course in the known fuel injection valve, this valve has two axially in-line valve springs, which during the opening stroke course of the valve member become operative in succession, thus creating a staged opening of the opening cross section at the injection valve. A damping chamber defined by the valve member is also provided in the known injection valve; it can be closed during the opening stroke motion of the valve member in such a way that the pressure built up in the dumping chamber counteracts the opening stroke motion of the valve member during the remaining stroke thereof, so that a two-stage shaping of the injection course can be performed even at high rpm and at full load.
The known fuel injection valve has the disadvantage, however, that because it requires two valve springs and the additional damping chamber, it is very large in size and takes up a large amount of installation space, which is often unavailable in modern internal combustion engines. Moreover, manufacturing the known fuel injection valve is relatively complicated and thus expensive.
ADVANTAGES OF THE INVENTION
The fuel injection valve for internal combustion engines according to the invention, has the advantage over the prior art that the spring chamber itself is utilized as a hydraulic damper. This becomes possible in a structurally simple way as a result of not draining the leaking oil quantity out of the spring chamber; as a result, the fuel-filled pressure chamber acts as a hydraulic work chamber, which brings an additional closing force to bear on the valve member. The hydraulic closing force of the damping chamber has a variable effect depending on the engine operating state, that is, the rpm, load and temperature. The degree of damping or the closing force can be adjusted by way of the play between the valve member and the guide bore wall guiding the valve member, and by way of the size of the damping volume of the spring chamber. Along with shaping the opening course, the closing stroke motion of the valve member can also be varied; the closing pressure in the spring chamber, which rises as the load and rpm rise, also brings about faster closure of the valve member at the end of injection. This kind of fast closure of the valve member prevents combustion gases from being blown back into the injection valve and thus prevents damage to the sealing seat.
The load- and rpm-dependent hydraulic closing pressure in the spring chamber thus makes a low opening pressure of the fuel injection valve possible; along with the damping of the valve member stroke, the result is that the ignition lag during injection in the engine is shortened, which thus lessens the noise of combustion. When the still-cold engine is started, this effect of the valve member stroke damping is amplified by the viscosity of the fuel, which thus compensates for the increased combustion noise of the Diesel engine in this operating state. The highest closing pressure in the spring chamber prevails when the rated rpm range is reached, and then the fast closure of the valve member prevents combustion gases from being blown back.
With the fuel injection valve of the invention, it is thus possible in a structurally simple way to perform a shaping of the injection course at the fuel injection valve for the sake of noise abatement.
Further advantages and advantageous features of the subject of the invention can be learned from the specification, the drawing and the claims.
REFERENCES:
patent: 1597317 (1926-08-01), Jorgensen
patent: 1944371 (1934-01-01), Ritz
patent: 3738576 (1973-06-01), O'Neill
patent: 3810453 (1974-05-01), Wolfe
patent: 4091771 (1978-05-01), Rapp et al.
patent: 4417693 (1983-11-01), Fussner et al.
patent: 4537359 (1985-08-01), Skinner
patent: 5941215 (1999-08-01), Augustin
patent: 2088948 (1982-06-01), None
Dittus Bernd
Mack Manfred
Ripper Wolfgang
Wagner Werner
Greigg Edwin E.
Greigg Ronald E.
Miller Carl S.
Robert & Bosch GmbH
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