Fuel injector having integrated spark plug

[0002] This application is a division of prior application Ser. No. 09/486,402, filed May 19, 2000 now U.S. Pat. No. 6,536,405 which is a 371 of PCT/DE99/00984 filed Apr. 1, 1999.

[0003] The present invention relates to a fuel injector having an integrated spark plug.

[0004] European Published Patent Application No. 0 661 446 concerns a fuel injector having an integrated spark plug. The fuel injector have an integrated spark plug is used to inject fuel directly into the combustion chamber of internal combustion engine and to ignite the fuel that is injected into the combustion chamber. Installation space at the cylinder head of the internal combustion engine can be economized through the compact integration of a spark plug in a fuel injector. The known fuel injector having an integrated spark plug includes a valve body, which, together with a valve-closure member actuatable by a valve needle, forms a sealing seat. Contiguous to the sealing seat is a spray orifice, which discharges at a valve-body end face facing the combustion chamber. The valve body is insulated by a ceramic insulating body from a housing body that is able to be screwed into the cylinder head of the internal combustion engine. Disposed on the housing body is a ground electrode for producing a counter voltage to the high voltage being applied to the valve body. When the valve body is loaded with sufficiently high voltage, a spark arcing-over takes place between the valve body and the ground electrode connected to the housing body.

[0005] It is believed that one problem with such a fuel injector having an integrated spark plug, however, is that the position of the spark arc-over is not defined with respect to the fuel jet spray-discharged from the spray orifice, since the spark arc-over can take place at virtually any point in the lateral region of a valve-body projection. The so-called root of the fuel jet spray-discharged from the spray orifice cannot be ignited with the level of certainty required for this known type of construction. However, a reliable and precisely timed fuel-jet ignition is absolutely essential for reducing pollutant emissions. In addition, coking and sooting can constantly progress at the fuel-jet discharge orifice, affecting the spray-discharged jet form.

[0006] In contrast, it is belieed that one advantage of the fuel injector having the integrated spark plug of an exemplary embodiment of the present invention is that the spark arc over position is able to be reproducibly and unambiguously defined with respect to the spray-orifice position. It is also believed that this ensures a reliable ignition of the spray-discharged fuel jet. The spark arc-over position and, thus, the ignition point can be placed in the region of the spray-discharged fuel jet having the least significant, cyclical jet fluctuations. Therefore, the instant of fuel-jet ignition exhibits extremely small fluctuations from injection cycle to injection cycle. Positioning the spark arc-over, (that is, the ignition point in the vicinity of the spray orifice) counteracts any sooting and coking effects and, thus, acts in opposition to any changes in the jet geometry resulting therefrom.

[0007] The edge for defining the spark arc-over position can either be provided at the valve-body end face or at the ignition electrodes. The edge at the valve-body end face can be formed by a protuberance or indentation. In this context, it is advantageous that the valve body have a rounded flank region for specifically targeting the air flow to the ignition point. One or a plurality of pin-shaped ignition electrodes can be secured to the housing body, inclined at a predefined angle toward the valve-body end face. In this context, one edge of the ignition electrodes constitutes the point having the smallest distance to the valve-body end face and, thus, defines the ignition point. When the edge defining the ignition point is formed at the valve-body end face, a simple wire spanning the valve-body end face can also be used as an ignition electrode, which is an especially cost-effective design.

[0008] The ignition electrode can quite advantageously have a ring-shaped design, including an opening for the fuel jet spray-discharged from the spray orifice. In this context, the edge defining the ignition point is formed at the opening of the annular ignition electrode. To avoid hindering the fuel jet, it is advantageous for the opening of the annular ignition electrode to widen conically in the spray-discharge direction of the fuel jet, with the opening angle of the ignition electrode being advantageously adapted to the opening angle of the fuel jet. Designing the mount fixture for the ignition electrode with radially distributed bar-type projections and with pins, arranged radially with respect to the projections, ensures an adequate, radial, oncoming combustion-air flow and reinforces reliable fuel-jet ignition.

[0009] FIG. 1 shows a cross-section through a fuel injector having an integrated spark plug in accordance with a first exemplary embodiment.

[0010] FIG. 2 shows an enlarged view of the spray-discharge-side end region of the fuel injector of FIG. 1.

[0011] FIG. 3 shows a cross-section through the spray-discharge-side end region of a fuel injector having an integrated spark plug according to a second exemplary embodiment.

[0012] FIG. 4 shows a cross-section through the spray-discharge-side end region of a fuel injector having an integrated spark plug according to a third exemplary embodiment.

[0013] FIG. 5 shows a cross-section through the spray-discharge-side end region of a fuel injector having an integrated spark plug according to a fourth exemplary embodiment.

[0014] FIG. 6 shows a cross-section through the spray-discharge-side end region of a fuel injector having an integrated spark plug according to a fifth exemplary embodiment.

[0015] FIG. 7 shows a cross-section through the spray-discharge-side end region of a fuel injector having an integrated spark plug according to a sixth exemplary embodiment.

[0016] FIG. 8 reflects the wire-shaped electrode of the exemplary embodiment of FIG. 3 and the rounded off flank region of the spray discharge end of the exemplary embodiment of FIG. 7.

[0017] FIG. 1 shows a fuel injector having an integrated spark plug for injecting fuel directly into a combustion chamber of a mixture-compressing internal combustion engine having externally supplied ignition, and for igniting the fuel injected into the combustion chamber in accordance with one exemplary embodiment of the present invention.

[0018] The fuel injector, generally denoted by reference numeral 1, having an integrated spark plug, has a first housing body 2, which is able to be screwed by a thread 3 into a receiving bore of a cylinder head (not shown in FIG. 1), and has a second housing body 4, and a third housing body 5. The metallic housing formed by housing bodies 2, 4, 5 surrounds an insulating body 6, which, in turn, at least partially radially surrounds on the outside a valve body 7, a swirl baffle 14, and a valve needle 9 extending out from the inside of swirl baffle 14 over inflow-side end 8 of valve body 7. Joined to valve needle 9 is a spray-discharge-side, conically designed valve-closure member 10, which, together with the inner, conical valve-seat surface at the spray-discharge-side end 11 of valve body 7, forms a sealing seat. In the exemplary embodiment, valve needle 9 and valve-closure member 10 are formed in one piece. By lifting off of valve-seat surface of valve body 7, valve-closure member 10 releases a discharge orifice 12 formed in valve body 7, so that a conical fuel jet 13 is spray-discharged. To improve the peripheral fuel distribution, the exemplary embodiment provides for a swirl groove 14ain swirl baffle 14, a plurality of swirl grooves 14aalso being possible.

[0019] Provided on first housing body 2 are first ignition electrodes 70afor producing an ignition spark. In this context, ignition electrodes 70aconduct ground potential, while valve body 7 is able to receive a high-voltage potential. The lengths of ignition electrodes 70aare to be adapted to the angle and shape of fuel jet 13. In this context, ignition electrodes 70acan either dip into fuel jet 13, or fuel jet 13 can stream past ignition electrodes 70aat a slight distance, without ignition electrodes 70abeing wetted by the fuel. Also conceivable is that ignition electrodes 70adip into gaps between single jets produced by discharge orifice 12 or by a plurality of spray orifices.

[0020] Valve body 7 is preferably formed in two parts, of a first partial body 7aand of a second partial body 7b, which are welded together at a weld 17.

[0021] In the exemplary embodiment, the articulated structure of valve needle 9 is such that it has a first metallic, spray-discharge-side guide section 9a, a second metallic, inflow-side guide section 9b, and, in the exemplary embodiment, a sleeve-shaped ceramic insulating section 9c. First guide section 9ais guided in swirl baffle 14. In the exemplary embodiment, the guidance is carried out through cylinder-shaped lateral surface 18 of valve-closure member 10, formed in one piece with first guide section 9a. A second guidance of valve needle 9 is carried out using second guide section 9bin insulating body 6. For this, lateral surface 19 of second guide section 9bcooperates with a bore 20 in insulating body 6. Guide sections 9aand 9bused for the guidance are designed as metallic components and can be fabricated with the manufacturing precision required for the guidance. Because the surface roughness of the metallic components is negligible, there is only an insignificant coefficient of friction at the guideways. On the other hand, insulating section 9ccan be manufactured as a ceramic part. Since insulating section 9cis not used for guidance of valve needle 9, only minimal requirements of dimensional accuracy and surface roughness have to be met. Therefore, there is no need to rework the ceramic part.

[0022] Guide sections 9aand 9bare not only connected to insulating section 9cwith an interference fit but also with form locking. In the depicted exemplary embodiment, guide sections 9aand 9beach have a pin 21, 22, that is introduced into a recess of insulating section 9cdesigned as a bore 23. The connection between pins 21 and 22 of guide sections 9aand 9bis preferably established by friction locking, adhesive bonding, or by shrink-fitting.

[0023] Insulating section 9cpreferably has a sleeve-shaped design. Since material is economized as compared to a solid-body design, there is also a reduction in weight, leading to shorter switching (or operating) times for fuel injector 1.

[0024] Second guide section 9bis connected to an armature 24, which cooperates with a solenoid coil 25 for electromagnetically actuating valve-closure member 10. A connecting cable 26 supplies current to solenoid coil 25. A coil brace 27 accommodates solenoid coil 25. A sleeve-shaped core 28 at least partially penetrates solenoid coil 25 and is spaced apart from armature 24 by a gap (not discernible in the Figure) in the closed position of fuel injector 1. The magnetic flow circuit is closed by ferromagnetic components 29 and 30. Fuel flows across a fuel intake connection 31, which is able to be connected by a thread 32 to a fuel distributor (not shown), into the fuel injector having an integrated spark plug 1. The fuel then flows through a fuel filter 33 and, subsequently, into a longitudinal bore 34 of core 28. Provided in a longitudinal bore 34 is an adjusting sleeve 36 having a hollow bore 35, into which longitudinal bore 34 of core 28 is able to be screwed into place. Adjusting sleeve 36 is used for adjusting the prestressing of a restoring spring 37, which acts upon armature 24 in the closing direction. The locking sleeve 38 secures the adjustment of adjusting sleeve 36.

[0025] The fuel continues to flow through a longitudinal bore 39 in second guide section 9bof valve needle 9, and enters at an axial recess 40 into a cavity 41 of insulating body 6. From there, the fuel flows into a longitudinal bore 42 of valve body 7, into which valve needle 9 also extends, and ultimately reaches the described swirl groove 14aat the outer periphery of swirl baffle 14.

[0026] As already described, ignition electrodes 70aconnected to housing body 2 conduct ground potential, while valve body 7 is able to receive a high-voltage potential to produce ignition sparks. A high-voltage cable 50, which leads via a side, pocket-like recess 51 into insulating body 6, is used to supply the high voltage. The bared end 52 of high-voltage cable 50 is soldered or welded to a soldering point or weld 53 using a contact clip 54. Contact clip 54 embraces valve body 7 and establishes a secure, electrically conductive contact between stripped end 52 of high-voltage cable 50 and valve body 7. Soldering point or weld 53 are made more accessible by providing insulating body 6 with a radial bore 55, through which a soldering or welding tool can be introduced. Once this soldering or weld connection is produced, the pocket-like recess 51 is sealed by an electrically insulating setting compound 56. In this context, a bum-off resistor 57, integrated in high-voltage cable 50, can also be sealed into setting compound 56. To better insulate soldering point or weld 53, a high-voltage-resistant film 58 can be placed in pocket-like recess 51 of insulating body 6 and likewise be sealed by setting compound 56. Silicon, for example, is suited as a setting compound 56.

[0027] Insulating body 6 and valve body 7 can be screw-coupled to one another at a thread 60. In addition, insulating body 6 can be screw-coupled to housing body 2 at a further thread 61. Screw threads 60 and 61 are preferably secured using a suitable adhesive. Insulating body 6 can be manufactured inexpensively as an injection-molded ceramic part. Valve body 7 and insulating body 6 can be screw-coupled and adhesively bonded with the aid of a mounting mandrel to compensate for any alignment errors in the guidance of valve needles 9.

[0028] The close proximity of burn-off resistor 57 to ignition electrodes 70areduces the burn-off at ignition electrodes 7aand, in spite of an elevated electrical capacitance, permits the fuel injector having integrated spark plug 1 to be fully encased by metallic housing bodies 2, 4 and 5.

[0029] FIG. 2 is an enlarged representation of the spray-discharge-side end region of the first exemplary embodiment shown in FIG. 1 of the fuel injector, having an integrated spark plug 1. Next to valve-closure member 10 and discharge orifice 12 designed as a cylinder bore, are ignition electrodes 70a. In FIG. 2, the fuel injector having an integrated spark plug 1 is screwed into a cylinder head 71 of an internal combustion engine, so that ignition electrodes 70aproject into a combustion chamber 72 of the internal combustion engine.

[0030] A plurality of projections 78 of housing body 2 are used to attach ignition electrodes 70a, designed in the exemplary embodiment of FIGS. 1 and 2 with a pin-, e.g., cylinder-shape. In this context, projections 78 of housing body 2 are arranged over the periphery of housing body 2, offset from one another, relatively large interspaces being formed between the individual projections 78, to enable an unobstructed oncoming flow of combustion air to the outlet of discharge orifice 12 at end face 73 of valve body 7 facing combustion chamber 72. Arranged at each projection 78 of housing body 2 being used as a mount fixture, is an ignition electrode 70a, which, for example, is welded or screw-coupled to its associated projection 78. Ignition electrodes 70aare each tilted with respect to the plane of end face 73 of valve body 7 by a predefined angle of inclination ∝ toward end face 73 of valve body 7. In this context, disposed opposite end face 73 of valve body 7 in each case is an edge 74 of pin-shaped ignition electrodes 70a. The position of edges 74 defines the location of the shortest distance between ignition electrodes 70aand end face 73 of valve body 7 and, thus, establishes the point of ignition. The edge-shaped formation produces an elevated electrical field strength at this location, giving rise to the plasma discharging of the ignition spark. Therefore, the point of ignition defined by edges 74 is reproducible from injection cycle to injection cycle. The most favorable position of the point of ignition can be optimized in experimental tests and is located in the area of the so-called jet root of fuel jet 13 spray-discharged from discharge orifice 12. By varying the length and angle of inclination ∝ of ignition electrodes 70a, the position of edges 74 can be adapted to opening angle β of fuel jet 13 already spray-discharged from discharge orifice 12. From a standpoint of production engineering, the distance of edges 74 of ignition electrodes 70afrom end face 73 of valve body 7 can be precisely adjusted by bending projections 78 at their knee point 75.

[0031] FIG. 3 shows a section through the spray-discharge-side end region of a fuel injector having an integrated spark plug 1 in accordance with a second exemplary embodiment of the present invention. Identical reference numerals are used for those elements that have already been described.

[0032] Here, a difference from the exemplary embodiment described on the basis of FIGS. 1 and 2 is that the edge for defining the position of the spark arc-over and, thus, the point of ignition, is not formed at ignition electrode 70, but rather at end face 73 of valve body 7. In this context, end face 73 of valve body 7 has a protuberance 80 with a peripheral edge 81. The application of a high voltage at valve body 7 produces an elevated electrical field strength at edge 81, triggering plasma discharging of the ignition spark. The position of the point of ignition can be precisely set in relation to the position of discharge orifice 12 by suitably dimensionally sizing the diameter of protuberance 80. In this exemplary embodiment, ignition electrode 70b, which conducts ground potential, can be formed by a simple wire, which is run between a first projection 78aof housing body 2 and a second projection 78bof housing body 2 and which can be fixed by welds 82. The wire-shaped ignition electrode 70bis a refinement that entails very little manufacturing outlay. Instead of a protuberance 80 at end face 73 of valve body 7, an indentation can also be provided, at whose delimitation is likewise formed an edge for increasing the electrical field strength in point-by-point fashion.

[0033] FIG. 4 illustrates a section through the spray-discharge-side end region of a third exemplary embodiment of a fuel injector having an integrated spark plug 1. Here, as well, identical reference numerals denote already described elements.

[0034] In contrast to the exemplary embodiments already described, in the exemplary embodiment depicted in FIG. 4, ignition electrode 70chas an annular shape and has an opening 90 for fuel jet 13 spray-discharged from discharge orifice 12. Opening 90 of annular ignition electrode 70cis preferably designed with a conical inner surface, and it widens in spray-discharge direction 91 of fuel jet 13. Opening angle β′ of opening 90 of annular ignition electrode 70cis preferably adapted to opening angle β of fuel jet 13. Preferably, opening angle β′ of opening 90 conforms with opening angle β of fuel jet 13. At the inner end opposing end face 73 of valve body 7, opening 90 has an acute-angled edge 92, which, in this exemplary embodiment, defines the point of ignition. Annular ignition electrode 70cis secured via connecting pins 93 to projections 78 of housing body 2. Projections 78 are radially distributed over the periphery of housing body 2. For example, three or four such projections 78 are provided. Assigned to each projection 78 is a connecting pin 93. Projections 78 and connecting pins 93 have a relatively narrow design, so that, between them, relatively large gaps remain, through which the combustion air can flow unimpeded to the outlet of discharge orifice 12 and to the point of ignition defined by circumferential edge 92. An unobstructed oncoming flow of combustion air is essential for fuel jet 13 to be reliably ignited and to ensure minimal sooting and coking at the outlet of discharge orifice 12.

[0035] FIG. 5 shows a section through the spray-discharge-side end of a fuel injector having an integrated spark plug 1 in accordance with a fourth exemplary embodiment. Identical reference numerals again denote already described elements. FIG. 5 shows that the annular ignition electrode 70chas a chamfered section 96, with which connecting pins 93 join up in alignment. In this manner, edges are avoided at the transition between pins 93 and annular ignition electrode 70c, so that at these locations, no elevated field strength arises which could lead to a parasitic ignition point.

[0036] FIG. 6 shows a section through the spray-discharge-side end of a fuel injector having integrated spark plug 1 in accordance with a fifth exemplary embodiment. Here as well, already described elements are designated by same reference numerals. The exemplary embodiment described in FIG. 6 represents a combination of the exemplary embodiments illustrated in FIGS. 3 and 4. In this context, an annular electrode 70cis provided, whose opening 90 has an edge 92 at the end opposing end face 73 of valve body 7. End face 73 of valve body 7 has a protuberance 80 with a peripheral edge 81. Peripheral edge 81 of protuberance 80 is located in the vicinity of peripheral edge 92 of annular ignition electrode 70c. The point of ignition is situated between peripheral edges 92 and 81, since at this location, valve body 7 and ignition electrode 70chave the smallest distance from one another and since an especially high electrical field strength arises at this location because of edges 81 and 92.

[0037] FIG. 7 shows a section through the spray-discharge-side end region of a fuel injector having integrated spark plug 1 in accordance with a sixth exemplary embodiment of the present invention. Here as well, already described elements are designated by the same reference numerals. In the exemplary embodiment of FIG. 7, a flank region 97 of protuberance 80 of end face 73 of valve body 7 is rounded off in a concave form. This directs the laterally oncoming combustion air to fuel jet 13 and to the point of ignition defined by peripheral edges 81 and 92. This results, therefore, in a particularly good inflow geometry for the combustion air, ensuring reliable ignition of fuel jet 13 and a low-emission combustion. Sooting and coking at the outlet of discharge orifice 12 are counteracted.

[0038] FIG. 8 reflects the wire-shaped electrode of the exemplary embodiment of FIG. 3 and the rounded off flank region of the spray discharge end of the exemplary embodiment of FIG. 7.

[0039] In is believed that in comparison with known long and thin finger electrodes, the form and shape of ignition electrodes 70a-70cin the exemplary embodiments described above, make it possible to avoid an unintentional auto-ignition. In addition, ignition electrodes 70athrough 70cdesigned in accordance with an exemplary embodiment of the present invention feature an increased mechanical stability and a prolonged service life. The geometry of ignition electrodes 70athrough 70cand of valve body 7 makes it possible to achieve a constant fuel/air mixture having a lambda of between 0.6 and 1.0 at the point of ignition. The point of ignition lies within the range of the smallest cyclical fluctuations of the fuel jet. Any impurities deposited on end face 73 of valve body 7 are burned off by the ignition sparks which provides a self-cleaning effect.