EP0657644B1 - Fuel injection device for internal combustion engines - Google Patents
Fuel injection device for internal combustion engines Download PDFInfo
- Publication number
- EP0657644B1 EP0657644B1 EP94113012A EP94113012A EP0657644B1 EP 0657644 B1 EP0657644 B1 EP 0657644B1 EP 94113012 A EP94113012 A EP 94113012A EP 94113012 A EP94113012 A EP 94113012A EP 0657644 B1 EP0657644 B1 EP 0657644B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- valve
- pressure
- injection device
- fuel injection
- sealing surface
- 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.)
- Expired - Lifetime
Links
- 238000002347 injection Methods 0.000 title claims description 82
- 239000007924 injection Substances 0.000 title claims description 82
- 239000000446 fuel Substances 0.000 title claims description 47
- 238000002485 combustion reaction Methods 0.000 title claims description 11
- 238000007789 sealing Methods 0.000 claims description 35
- 238000011144 upstream manufacturing Methods 0.000 claims description 3
- 238000000034 method Methods 0.000 description 5
Images
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
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/0003—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure
- F02M63/0007—Fuel-injection apparatus having a cyclically-operated valve for connecting a pressure source, e.g. constant pressure pump or accumulator, to an injection valve held closed mechanically, e.g. by springs, and automatically opened by fuel pressure using electrically actuated valves
-
- 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Definitions
- the invention relates to a fuel injection device for Internal combustion engines according to the preamble of claim 1.
- Fuel injection device promotes a high-pressure fuel pump Fuel from a low-pressure chamber into a high-pressure collection chamber, of the high pressure lines with the individual, in projecting the combustion chamber of the internal combustion engine to be supplied Injector is connected, this common pressure storage system by a pressure control device on a particular one Pressure is maintained.
- a pressure control device on a particular one Pressure is maintained.
- the Control valves on the injection valves are solenoid valves executed the connection of the at the start of injection Open the high pressure line with the injection valve and open it on Close the injection end again.
- the control valve a piston-shaped valve member with two, with two fixed Valve seats interacting valve sealing surfaces, wherein a first valve sealing surface connects the high pressure line the connection to the injection valve and a second valve sealing surface of the injection valve with a relief chamber.
- the control valves on the known fuel injection devices however, the disadvantage of that with them is not possible, the injection process at the injection valve to shape.
- the main problem there is that the Injector valve high fuel pressure not fast enough can be relaxed, causing inaccuracies in control at the end of injection can result.
- the fuel injection device according to the invention with the characterizing features of claim 1 has the advantage that the end of injection can be safely controlled by means of a relief valve upstream of the relief valve.
- This return suction collar removes fuel from the pressure line to the injection valve during the closing movement of the control valve member, so that a rapid pressure drop at the injection end is ensured there.
- a further advantage is achieved by arranging an annular shoulder in the pressure chamber in the opening direction of the valve to open the connection between the high-pressure line and the injection valve, by means of which a safety function can be integrated into the control valve.
- This annular shoulder is designed so that when a predetermined maximum pressure in the high-pressure line and in the pressure chamber is exceeded, the opening cross-section to the annular space is released to a small extent, which is so small that the opening cross-section does not control the valve seat controlling the connection of the annular space to a relief chamber is completely closed, so that the excess fuel pressure from the annular space relaxes in the relief space and further into a return line to the low-pressure fuel space.
- FIG. 1 shows a schematic representation of the fuel injection device with a longitudinal section through the control valve and the injection valve and FIG. 2 shows an enlarged section of the control valve of FIG. 1, in which the arrangement of an additional annular shoulder on the valve member is shown.
- a high-pressure fuel pump 1 is connected on the suction side via a fuel supply line 3 to a fuel-filled low-pressure chamber 5 and on the pressure side via a delivery line 7 to a high-pressure collecting chamber 9.
- High-pressure lines 13 lead from the high-pressure plenum 9 to the individual injection valves 15 projecting into the combustion chamber of the internal combustion engine to be supplied, an electric control valve 17 being inserted into each injection valve 15 in the respective high-pressure line 13 to control the injection process.
- a further pressure storage space 19 is provided in each high-pressure line 13 between the high-pressure collecting space 9 and the control valve 17, the dimensioning of which allows the injection course at the injection valve to be shaped.
- the control valve 17 is designed as a 3/2 way valve, the piston-shaped valve member 21 of which is actuated by an electric actuating magnet 25 acting on its one end face.
- the actuating magnet 25 is fastened to the valve member via an anchor plate 27 by means of a screw 29 in an axial blind bore of the valve member 21 and counteracts a return spring clamped between the housing 23 and a spring plate 31, which is arranged in a spring chamber 35 of the control valve 17.
- the piston-shaped valve member 21 has two mutually facing valve sealing surfaces, of which a first conical valve sealing surface 37 interacts with a conical valve seat 39.
- This conical valve sealing surface 37 is formed by a conical cross-sectional reduction of a guide piston part 41, which slides sealingly in a guide bore 43 and projects into the spring chamber 35 with its end facing away from the conical valve sealing surface 37.
- the conical valve seat 39 is formed by a reduction in the diameter of the guide bore 43, the sealing being effected via the outside diameter on the valve seat 39 when the valve is closed.
- the second valve sealing surface is designed as a flat sealing surface 45 and interacts with a flat valve seat 47.
- the flat valve sealing surface 45 is arranged on an axial annular surface facing the conical valve sealing surface 37 of an annular web 49 delimiting the valve member 21 on the side facing away from the actuating magnet 25.
- the flat valve seat 47 is formed by a ring shoulder on the guide bore 43 designed as a stepped bore.
- the annular web 49 borders on a first annular groove 51, which on the other hand is delimited by a suction collar 53.
- This suckback collar 53 has only a slightly smaller outside diameter than the guide bore 43 designed as a stepped bore in this area and thus forms on its circumferential surface a throttle section 55 connected upstream of the flat seat valve, which opens into an annular space 57 on the side facing away from the first annular groove 51 the arrangement of a second annular groove 59 on the valve member 21 between the conical valve sealing surface 37 and the suction collar 53 is formed in the guide bore 43 and from which a pressure line 61 leads to the injection valve 15.
- the throttle 55 can also be formed by a small difference in diameter between the suction collar 53 and the guide piston part 41 with the same diameter of the guide bore 43 in these areas, the diameter of the guide piston part 41 then being about 5 to 30 ⁇ m larger than the diameter of the suction collar 53, so that there is a corresponding throttle ring gap on the throttle 55.
- a pressure chamber 63 adjoins the larger diameter of the conical valve sealing surface 37, into which the high-pressure line 13 opens.
- the ring web 49 protrudes with its end facing away from the flat valve seat 47 into a relief chamber 65 which continues axially in the direction facing away from the actuating magnet 25 into a spring chamber 67 of the injection valve 15, in which a valve spring 71 acting on a valve member 69 of the injection valve 15 in the closing direction is arranged and from which a return line 73 leads into the low-pressure chamber 5.
- the valve member 69 of the injection valve 15 is provided in a known manner with a conical pressure shoulder 75 which projects into a pressure chamber 77 connected to the pressure line 61 in such a way that the pressure in the pressure chamber 77 acts on the valve member 69 in the opening direction.
- an injection channel 79 leads from the pressure chamber 77 along the valve member 69 to one or more injection openings 81 of the injection valve 15, which are controlled by the sealing surface at the tip of the valve member 69, into the combustion chamber, not shown, of the internal combustion engine to be supplied.
- the spring chamber 35 of the control valve 17 is connected to the return line 73 via a connecting bore 83, so that the end faces of the valve member 21 are pressure-balanced.
- the stroke movement of the valve member 21 is in each case limited by the contact of the valve sealing surfaces 37, 45 on one of the valve seats 39, 47.
- the fuel injection device according to the invention works in the following way.
- the high-pressure fuel pump 1 conveys the fuel from the low-pressure chamber 5 into the high-pressure collection chamber 9 and thus builds up a high-pressure fuel in the latter. This high fuel pressure continues via the high-pressure lines 13 into the pressure chamber 63 of the individual control valves 17 at the injection valves 15 and also fills the respective pressure storage spaces 19.
- the actuating magnet 25 on the control valve 17 is switched off that the return spring 33 holds the valve member 21 via the spring plate 31 with the conical valve sealing surface 37 in contact with the conical valve seat 39, so that the connection between the high pressure fuel chamber 63 and the annular chamber 57 permanently connected to the pressure line 61 to the injection valve 15 is closed and the connection from the annular space 57 into the relief space 65 is open. If an injection is to take place at the injection valve 15, the actuating magnet 25 is energized and displaces the valve member 21 of the control valve 17 against the restoring force of the spring 33 until its flat valve sealing surface 45 abuts the flat valve seat 47.
- connection of the annular space 57 to the relief space 65 is closed and opened to the pressure line 61, so that the high fuel pressure now propagates from the pressure space 63 via the annular space 57 and the pressure line 61 to the pressure space 77 of the injection valve 15 and there by lifting the valve member 69 from its valve seat in a known manner the injection at the injection openings 81st he follows. If the injection is to be ended, the actuating magnet 25 is again de-energized and the return spring 33 moves the valve member 21 back against the conical valve sealing surface 37 against the conical valve seat 39.
- the suction collar 53 releases a specific suction volume at the annular space 57 that the high-pressure fuel volume in the pressure line 61 relaxes, so that the fuel pressure in the pressure line 61 and on the injection valve 15 drops very quickly below the closing pressure of the injection valve 15 and the injection valve 15 closes safely.
- the further outflow of the fuel from the annular space 57 or the pressure line 61 now takes place via the throttle 55 on the suction collar 53, so that a certain residual pressure remains in the pressure line 61 until the following injection process.
- This ring shoulder 91 serves as a relief or safety valve that works at an overpressure in the high pressure line 13 of about 10% opening the conical Valve seat 39 causes. This relief can also the pressure peaks occurring at the end of injection in the pressure storage chamber 19 are dismantled.
- the ring shoulder 91 is dimensioned so that it causes only a small opening stroke of the valve member 21, so that the flat seat valve does not close completely and the Overpressure from the pressure chamber 63 into the annular space 57 and further into the Relief chamber 65 can relax.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Description
Die Erfindung geht von einer Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen nach der Gattung des Patentanspruchs 1 aus. Bei einer derartigen aus der Schrift FR-A-2 449 795 bekannten Kraftstoffeinspritzeinrichtung fördert eine Kraftstoffhochdruckpumpe Kraftstoff aus einem Niederdruckraum in einen Hochdrucksammelraum, der über Hochdruckleitungen mit den einzelnen, in den Brennraum der zu versorgenden Brennkraftmaschine ragenden Einspritzventilen verbunden ist, wobei dieses gemeinsame Druckspeichersystem durch eine Drucksteuereinrichtung auf einem bestimmten Druck gehalten wird. Zur Steuerung der Einspritzzeiten und Einspritzmengen an den Einspritzventilen, ist an diesen jeweils ein elektrisch gesteuertes Steuerventil in die Hochdruckleitungen eingesetzt, das mit seinem Öffnen und Schließen die Kraftstoffhochdruckeinspritzung am Einspritzventil steuert. Die Steuerventile an den Einspritzventilen sind dabei als Magnetventile ausgeführt, die zum Einspritzbeginn die Verbindung der Hochdruckleitung mit dem Einspritzventil aufsteuern und diese am Einspritzende wieder verschließen. Dazu weist das Steuerventil ein kolbenförmiges Ventilglied mit zwei, mit zwei ortsfesten Ventilsitzen zusammenwirkenden Ventildichtflächen auf, wobei eine erste Ventildichtfläche die Verbindung der Hochdruckleitung zum Einspritzventil und eine zweite Ventildichtfläche die Verbindung des Einspritzventils mit einem Entlastungsraum aufsteuert. Dabei weisen die Steuerventile an den bekannten Kraftstoffeinspritzeinrichtungen jedoch den Nachteil auf, daß es mit ihnen nicht möglich ist, den Einspritzverlauf am Einspritzventil zu formen. Dabei tritt dort vor allem das Problem auf, daß der am Einspritzventil anliegende hohe Kraftstoffdruck nicht rasch genug entspannt werden kann, was Ungenauigkeiten der Steuerung am Einspritzende zur Folge haben kann.The invention relates to a fuel injection device for Internal combustion engines according to the preamble of claim 1. In such a known from the document FR-A-2 449 795 Fuel injection device promotes a high-pressure fuel pump Fuel from a low-pressure chamber into a high-pressure collection chamber, of the high pressure lines with the individual, in projecting the combustion chamber of the internal combustion engine to be supplied Injector is connected, this common pressure storage system by a pressure control device on a particular one Pressure is maintained. To control the injection times and injection quantities at the injection valves, is on these in each case an electrically controlled control valve in the high pressure lines used that with its opening and closing the High-pressure fuel injection on the injection valve controls. The Control valves on the injection valves are solenoid valves executed the connection of the at the start of injection Open the high pressure line with the injection valve and open it on Close the injection end again. To do this, the control valve a piston-shaped valve member with two, with two fixed Valve seats interacting valve sealing surfaces, wherein a first valve sealing surface connects the high pressure line the connection to the injection valve and a second valve sealing surface of the injection valve with a relief chamber. The control valves on the known fuel injection devices however, the disadvantage of that with them is not possible, the injection process at the injection valve to shape. The main problem there is that the Injector valve high fuel pressure not fast enough can be relaxed, causing inaccuracies in control at the end of injection can result.
Die erfindungsgemäße Kraftstoffeinspritzeinrichtung mit den kennzeichnenden
Merkmalen des Patentanspruchs 1 hat demgegenüber den
Vorteil, daß das Einspritzende mittels eines dem Entlastungsventil
vorgeschalteten Rücksaugbundes sicher steuerbar ist. Dabei entnimmt
dieser Rücksaugbund während der Schließbewegung des Steuerventilgliedes
Kraftstoff aus der Druckleitung zum Einspritzventil, so daß
an diesem ein rascher Druckabfall am Einspritzende gewährleistet ist.
Ein weiterer Vorteil wird durch die Anordnung einer in Öffnungsrichtung
des Ventiles zum Aufsteuern der Verbindung zwischen Hochdruckleitung
und Einspritzventil wirkenden Ringschulter im Druckraum erreicht,
über die sich so eine Sicherheitsfunktion in das Steuerventil
integrieren läßt. Dabei ist diese Ringschulter so ausgelegt, daß
sie beim Überschreiten eines vorgegebenen Maximaldruckes in der
Hochdruckleitung und im Druckraum den Öffnungsquerschnitt zum Ringraum
um ein geringes Maß freigibt, das so klein ist, daß der Öffnungsquerschnitt
am, die Verbindung des Ringraumes mit einem Entlastungsraum
steuernden Ventilsitz nicht vollständig verschlossen
wird, so daß sich der Kraftstoffüberdruck aus dem Ringraum in den
Entlastungsraum und weiter in eine Rücklaufleitung zum Kraftstoffniederdruckraum
entspannt.
Durch die am Rücksaugbund vorgesehene Drossel ist es in vorteilhafter
Weise möglich, den Abströmvorgang des Kraftstoffes aus der
Druckleitung vom Einspritzventil während der Einspritzpausen so
einzustellen, daß ein bestimmter Restdruck in der Druckleitung verbleibt.
Durch das Vorsehen eines weiteren Druckspeichers an jedem Einspritzventil
und dessen Dimensionierung ist es zudem möglich den Einspritzverlauf
an jedem Einspritzventil zu formen.
Weitere Vorteile und vorteilhafte Ausgestaltungen des Gegenstandes
der Erfindung sind der Beschreibung, der Zeichnung und den Ansprüchen
entnehmbar.The fuel injection device according to the invention with the characterizing features of claim 1 has the advantage that the end of injection can be safely controlled by means of a relief valve upstream of the relief valve. This return suction collar removes fuel from the pressure line to the injection valve during the closing movement of the control valve member, so that a rapid pressure drop at the injection end is ensured there. A further advantage is achieved by arranging an annular shoulder in the pressure chamber in the opening direction of the valve to open the connection between the high-pressure line and the injection valve, by means of which a safety function can be integrated into the control valve. This annular shoulder is designed so that when a predetermined maximum pressure in the high-pressure line and in the pressure chamber is exceeded, the opening cross-section to the annular space is released to a small extent, which is so small that the opening cross-section does not control the valve seat controlling the connection of the annular space to a relief chamber is completely closed, so that the excess fuel pressure from the annular space relaxes in the relief space and further into a return line to the low-pressure fuel space.
By means of the throttle provided on the return suction collar, it is advantageously possible to adjust the outflow process of the fuel from the pressure line from the injection valve during the injection breaks so that a certain residual pressure remains in the pressure line.
By providing a further pressure accumulator on each injection valve and dimensioning it, it is also possible to shape the injection course on each injection valve.
Further advantages and advantageous configurations of the subject matter of the invention can be found in the description, the drawing and the claims.
Ein Ausführungsbeispiel der erfindungsgemäßen Kraftstoffeinspritzeinrichtung
ist in der Zeichnung dargestellt und wird in der nachfolgenden
Beschreibung näher erläutert.
Es zeigen die Figur 1 eine schematische Darstellung der Kraftstoffeinspritzeinrichtung
mit einem Längsschnitt durch das Steuerventil
und das Einspritzventil und die Figur 2 einen vergrößerten Ausschnitt
aus dem Steuerventil der Figur 1, in dem die Anordnung einer
zusätzlichen Ringschulter am Ventilglied dargestellt ist.An embodiment of the fuel injection device according to the invention is shown in the drawing and is explained in more detail in the following description.
1 shows a schematic representation of the fuel injection device with a longitudinal section through the control valve and the injection valve and FIG. 2 shows an enlarged section of the control valve of FIG. 1, in which the arrangement of an additional annular shoulder on the valve member is shown.
Bei der in der Figur 1 dargestellten Kraftstoffeinspritzeinrichtung
ist eine Kraftstoffhochdruckpumpe 1 saugseitig über eine Kraftstoffzuführungsleitung
3 mit einem kraftstoffgefüllten Niederdruckraum 5
und druckseitig über eine Förderleitung 7 mit einem Hochdrucksammelraum
9 verbunden. Vom Hochdrucksammelraum 9 führen Hochdruckleitungen
13 zu den einzelnen, in den Brennraum der zu versorgenden Brennkraftmaschine
ragenden Einspritzventilen 15 ab, wobei zur Steuerung
des Einspritzvorganges jeweils ein elektrisches Steuerventil 17 an
jedem Einspritzventil 15 in die jeweilige
Hochdruckleitung 13 eingesetzt ist. Desweiteren ist in jeder Hochdruckleitung
13 zwischen Hochdrucksammelraum 9 und Steuerventil 17
ein weiterer Druckspeicherraum 19 vorgesehen, über dessen Dimensionierung
sich der Einspritzverlauf am Einspritzventil formen läßt.
Das Steuerventil 17 ist als 3/2 Wegeventil ausgeführt, dessen kolbenförmiges
Ventilglied 21 von einem auf seine eine Stirnseite wirkenden
elektrischen Stellmagneten 25 betätigt wird.
Der Stellmagnet 25 ist dabei über eine Ankerplatte 27 mittels einer
Schraube 29 in einer axialen Sackbohrung des Ventilgliedes 21 am
Ventilglied befestigt und wirkt einer zwischen dem Gehäuse 23 und
einem Federteller 31 eingespannten Rückstellfeder entgegen, die in
einem Federraum 35 des Steuerventils 17 angeordnet ist.
Das kolbenförmige Ventilglied 21 weist zwei einander zugewandte Ventildichtflächen
auf, von denen eine erste konisch ausgebildete Ventildichtfläche
37 mit einem konischen Ventilsitz 39 zusammenwirkt.
Diese konische Ventildichtfläche 37 wird dabei durch eine konische
Querschnittsverringerung eines Führungskolbenteils 41 gebildet, der
dichtend in einer Führungsbohrung 43 gleitet und mit seinem der konischen
Ventildichtfläche 37 abgewandten Ende in den Federraum 35
ragt. Der konische Ventilsitz 39 wird durch eine Durchmesserverringerung
der Führungsbohrung 43 gebildet, wobei die Abdichtung bei geschlossenem
Ventil über den Außendurchmesser am Ventilsitz 39 erfolgt.
Die zweite Ventildichtfläche ist als flache Dichtfläche 45
ausgeführt und wirkt mit einem Flachventilsitz 47 zusammen. Dabei
ist die flache Ventildichtfläche 45 an einer axialen, der konischen
Ventildichtfläche 37 zugewandten Ringfläche eines das Ventilglied 21
auf der dem Stellmagneten 25 abgewandten Seite begrenzenden Ringsteges
49 angeordnet. Der Flachventilsitz 47 wird durch einen Ringabsatz
an der als Stufenbohrung ausgeführten Führungsbohrung 43 gebildet.
Auf der die flache Dichtfläche 45 tragenden Seite grenzt der
Ringsteg 49 an eine erste Ringnut 51, die andererseits von einem
Rücksaugbund 53 begrenzt wird. Dieser Rücksaugbund 53 weist nur einen
geringfügig kleineren Außendurchmesser als die als Stufenbohrung
ausgeführte Führungsbohrung 43 in diesem Bereich auf und bildet so
an seiner Umfangsfläche eine dem Flachsitzventil vorgeschaltete
Drosselstrecke 55, die auf der der ersten Ringnut 51 abgewandten
Seite in einen Ringraum 57 mündet, der durch die Anordnung einer
zweiten Ringnut 59 am Ventilglied 21 zwischen konischer Ventildichtfläche
37 und Rücksaugbund 53 in der Führungsbohrung 43 gebildet ist
und von dem eine Druckleitung 61 zum Einspritzventil 15 abführt. Dabei
kann die Drossel 55 auch durch eine geringe Durchmesserdifferenz
zwischen Rücksaugbund 53 und Führungskolbenteil 41 bei in diesen Bereichen
gleichem Durchmesser der Führungsbohrung 43 gebildet sein,
wobei dann der Durchmesser des Führungskolbenteils 41 etwa 5 bis 30
um größer sein sollte als der Durchmesser des Rücksaugbundes 53, so
daß sich ein dementsprechender Drosselringspalt an der Drossel 55
ergibt.
An den größeren Durchmesser der konischen Ventildichtfläche 37
schließt sich ein Druckraum 63 an, in den die Hochdruckleitung 13
einmündet.
Der Ringsteg 49 ragt mit seinem dem Flachventilsitz 47 abgewandten
Ende in einen Entlastungsraum 65, der sich axial in vom Stellmagnet
25 abgewandter Richtung in einen Federraum 67 des Einspritzventils
15 fortsetzt, in dem eine ein Ventilglied 69 des Einspritzventils 15
in Schließrichtung beaufschlagende Ventilfeder 71 angeordnet ist und
von dem eine Rücklaufleitung 73 in den Niederdruckraum 5 abführt.
Dabei ist das Ventilglied 69 des Einspritzventils 15 in bekannter
Weise mit einer konischen Druckschulter 75 versehen, die in einen
mit der Druckleitung 61 verbundenen Druckraum 77 derart ragt, daß
der Druck im Druckraum 77 das Ventilglied 69 in Öffnungsrichtung beaufschlagt.
Vom Druckraum 77 führt desweiteren ein Einspritzkanal 79
entlang des Ventilgliedes 69 zu einer oder mehreren von der
Dichtfläche an der Spitze des Ventilgliedes 69 gesteuerten Einspritzöffnungen
81 des Einspritzventils 15 in den nicht näher dargestellten
Brennraum der zu versorgenden Brennkraftmaschine.
Zudem ist der Federraum 35 des Steuerventils 17 über eine Verbindungsbohrung
83 mit der Rücklaufleitung 73 verbunden, so daß die
Stirnseiten des Ventilgliedes 21 druckausgeglichen sind.
Die Hubbewegung des Ventilgliedes 21 ist dabei jeweils durch die Anlage
der Ventildichtflächen 37, 45 an einem der Ventilsitze 39, 47
begrenzt.
Die erfindungsgemäße Kraftstoffeinspritzeinrichtung arbeitet in folgender
Weise.
Die Kraftstoffhochdruckpumpe 1 fördert den Kraftstoff aus dem Niederdruckraum
5 in den Hochdrucksammelraum 9 und baut so in diesem
einen Kraftstoffhochdruck auf. Dieser Kraftstoffhochdruck setzt sich
über die Hochdruckleitungen 13 bis in den Druckraum 63 der einzelnen
Steuerventile 17 an den Einspritzventilen 15 fort und befüllt dabei
auch die jeweiligen Druckspeicherräume 19. Im Ruhezustand, also bei
geschlossenem Einspritzventil 15 ist der Stellmagnet 25 am Steuerventil
17 stromlos geschaltet, so daß die Rückstellfeder 33 das Ventilglied
21 über den Federteller 31 mit der konischen Ventildichtfläche
37 in Anlage am konischen Ventilsitz 39 hält, so daß die Verbindung
zwischen dem unter Kraftstoffhochdruck stehenden Druckraum
63 und dem ständig mit der Druckleitung 61 zum Einspritzventil 15
verbundenen Ringraum 57 verschlossen und die Verbindung vom Ringraum
57 in den Entlastungsraum 65 geöffnet ist.
Soll eine Einspritzung am Einspritzventil 15 erfolgen, wird der
Stellmagnet 25 bestromt und verschiebt das Ventilglied 21 des Steuerventils
17 entgegen der Rückstellkraft der Feder 33 bis zur Anlage
seiner flachen Ventildichtfläche 45 an den Flachventilsitz 47. Dabei
wird die Verbindung des Ringraumes 57 zum Entlastungsraum 65 verschlossen
und zur Druckleitung 61 aufgesteuert, so daß sich der
Kraftstoffhochdruck nun vom Druckraum 63 über den Ringraum 57
und die Druckleitung 61 zum Druckraum 77 des Einspritzventils 15
fortpflanzt und dort über das Abheben des Ventilgliedes 69 von seinem
Ventilsitz in bekannter Weise die Einspritzung an den Einspritzöffnungen
81 erfolgt.
Soll die Einspritzung beendet werden, wird der Stellmagnet 25 erneut
stromlos geschaltet und die Rückstellfeder 33 bewegt das Ventilglied
21 zurück zur Anlage der konischen Ventildichtfläche 37 an den konischen
Ventilsitz 39. Während dieses Schließvorganges gibt der
Rücksaugbund 53 ein bestimmtes Rücksaugvolumen am Ringraum 57 frei,
durch das sich das unter hohem Druck stehende Kraftstoffvolumen in
der Druckleitung 61 entspannt, so daß der Kraftstoffdruck in der
Druckleitung 61 und am Einspritzventil 15 sehr rasch unter den
Schließdruck des Einspritzventils 15 sinkt und das Einspritzventil
15 sicher schließt. Das weitere Abströmen des Kraftstoffes aus dem
Ringraum 57 bzw. der Druckleitung 61 erfolgt nun über die Drossel 55
am Rücksaugbund 53, so daß bis zum folgenden Einspritzvorgang ein
bestimmter Restdruck in der Druckleitung 61 verbleibt.In the fuel injection device shown in FIG. 1, a high-pressure fuel pump 1 is connected on the suction side via a fuel supply line 3 to a fuel-filled low-pressure chamber 5 and on the pressure side via a delivery line 7 to a high-pressure collecting chamber 9. High-
The actuating
The piston-shaped valve member 21 has two mutually facing valve sealing surfaces, of which a first conical
On the side bearing the
A
The
In addition, the spring chamber 35 of the control valve 17 is connected to the
The stroke movement of the valve member 21 is in each case limited by the contact of the
The fuel injection device according to the invention works in the following way.
The high-pressure fuel pump 1 conveys the fuel from the low-pressure chamber 5 into the high-pressure collection chamber 9 and thus builds up a high-pressure fuel in the latter. This high fuel pressure continues via the high-
If an injection is to take place at the
If the injection is to be ended, the actuating
Bei dem in der Figur 2 dargestellten Ausschnitt aus der Figur 1 ist
eine zusätzliche, durch eine Querschnittsverringerung des Führungskolbenteils
41 gebildete Ringschulter 91 am Ventilglied 21 im Bereich
des Druckraumes 63 vorgesehen. Diese Ringschulter 91 dient dabei
als Entlastungs- bzw. Sicherheitsventil, die bei einem Überdruck
in der Hochdruckleitung 13 von etwa 10% ein Aufsteuern des konischen
Ventilsitzes 39 bewirkt. Durch diese Entlastung können dabei zudem
die am Einspritzende auftretenden Druckspitzen im Druckspeicherraum
19 abgebaut werden. Dabei ist die Ringschulter 91 so dimensioniert,
daß sie nur einen geringen Öffnungshub des Ventilgliedes 21 bewirkt,
so daß das Flachsitzventil nicht vollständig schließt und sich der
Überdruck aus dem Druckraum 63 in den Ringraum 57 und weiter in den
Entlastungsraum 65 entspannen kann.In the detail from FIG. 1 shown in FIG
an additional, by reducing the cross section of the
Claims (15)
- Fuel injection device for internal combustion engines, with a fuel high-pressure pump (1) which conveys fuel out of a low-pressure space (5) into a high-pressure collecting space (9) which is connected, via high-pressure conduits (13), to injection valves (15) which project into the combustion space of the internal combustion engine to be supplied and the opening and closing movement of which is controlled in each case by an electrically activated control valve (17) arranged in the high-pressure conduit (13) on the injection valve (15), the control valve (17) having a piston-shaped valve member (21) with two valve sealing surfaces which face one another and co-operate with two valve seats and of which a first valve sealing surface (37) opens the connection of the high-pressure conduit (13) to the injection valve (15) and a second valve sealing surface (45) opens the connection of the injection valve (15) to a relief space (65), characterized in that the second valve sealing surface (45) is preceded by a return collar (53) which is located on the valve member (21) and which, when the second valve sealing surface (45) lifts off from its seat (47) at the end of injection, exposes a return volume, into which part of the fuel quantity located upstream of the injection valve (15) expands.
- Fuel injection device according to Claim 1, characterized in that the circumferential surface of the return collar (53) has only slight clearance in relation to the wall of a guide bore (43) guiding the valve member (21) and thus forms a throttle (55) preceding the valve seat (47) co-operating with the second valve sealing surface (45).
- Fuel injection device according to Claims 1 and 2, characterized in that the first valve sealing surface on the valve member is designed as a conical valve sealing surface (37) which seals at the outer cone diameter and which co-operates with a conical valve seat (39) formed on the guide bore (43).
- Fuel injection device according to Claims 1 and 2, characterized in that the second valve sealing surface on the valve member (21) is designed as a flat valve sealing surface (45) which is arranged on an axial annular surface of an annular web (49) delimiting the valve member (21), the said annular surface facing the conical valve sealing surface (37), and which co-operates with a flat valve seat (47) which is formed on a shoulder of the guide bore (43).
- Fuel injection device according to Claims 3 and 4, characterized in that a first annular groove (51) is provided between the return collar (53) and the annular web (49) and a second annular groove (59) is provided between the conical valve sealing surface (37) and the return collar (53).
- Fuel injection device according to Claim 3, characterized in that a guide-piston part (41), which slides sealingly in the guide bore (43), adjoins that side of the conical valve sealing surface (37) which faces away from the conical valve seat (39).
- Fuel injection device according to Claim 6, characterized in that the conical valve seat (39) is adjacent, at its larger diameter, to a pressure space (63) which surrounds the guide-piston part (41) and into which the high-pressure conduit (13) opens.
- Fuel injection device according to Claim 5, characterized in that the conical valve seat (39) is adjacent, at its smaller diameter, to an annular space (57) which is formed between the second annular groove (59) and the wall of the guide bore (43) and from which a pressure conduit (61) leads away to the injection valve (15) and which is delimited at its other end by the return collar (53).
- Fuel injection device according to Claim 8, characterized in that the flat valve seat (47) is adjacent, on its side facing away from the annular space (57), to a relief space (65), from which a return-flow conduit (73) leads away to the low-pressure space (5).
- Fuel injection device according to Claim 1, characterized in that the stroke movement of the valve member (21) is delimited by the bearing of the valve sealing surfaces (37, 45) on one of the valve seats (39, 47).
- Fuel injection device according to Claim 1, characterized in that the individual components of the valve member (21) are connected, by means of a screw (29) projecting into an axial blind-hole bore in the valve member (21), to an armature plate (27) of an operating magnet (25) which actuates the control valve (17).
- Fuel injection device according to Claim 1, characterized in that a further pressure accumulator space (19) is provided, on each injection valve (15), in the respective high-pressure conduits (13) between the high-pressure collecting space (9) and the control valve (17).
- Fuel injection device according to Claim 7, characterized in that an annular shoulder (91) is provided on the guide-piston part (41) in the region of the pressure space (63) constantly connected to the high-pressure conduit (13), the pressure in the pressure space (63) acting on the said annular shoulder in the direction opening the conical valve sealing surface (37) from the valve seat (39).
- Fuel injection device according to one of the preceding claims, characterized in that the diameter of the guide-piston part (41) is equal to or slightly larger than the diameter of the return collar (53).
- Fuel injection device according to Claim 14, characterized in that the difference between the diameters of the guide-piston part (41) and of the return collar (53) results in an annular throttle gap at the throttle (55) which has a gap width of 5 µm to 30 µm.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4341546 | 1993-12-07 | ||
| DE4341546A DE4341546A1 (en) | 1993-12-07 | 1993-12-07 | Fuel injection device for internal combustion engines |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| EP0657644A2 EP0657644A2 (en) | 1995-06-14 |
| EP0657644A3 EP0657644A3 (en) | 1995-12-06 |
| EP0657644B1 true EP0657644B1 (en) | 1999-01-13 |
Family
ID=6504297
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP94113012A Expired - Lifetime EP0657644B1 (en) | 1993-12-07 | 1994-08-20 | Fuel injection device for internal combustion engines |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US5538187A (en) |
| EP (1) | EP0657644B1 (en) |
| JP (1) | JP3742669B2 (en) |
| DE (2) | DE4341546A1 (en) |
Families Citing this family (29)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19512730C1 (en) * | 1995-04-05 | 1996-08-29 | Mtu Friedrichshafen Gmbh | Fuel injection system for IC engine |
| AT408132B (en) * | 1995-09-14 | 2001-09-25 | Avl Verbrennungskraft Messtech | STORAGE INJECTION SYSTEM FOR AN INTERNAL COMBUSTION ENGINE |
| DE19547877A1 (en) * | 1995-12-21 | 1997-06-26 | Bosch Gmbh Robert | High-pressure fuel storage system for a fuel injection system used in internal combustion engines |
| US5788154A (en) * | 1996-05-02 | 1998-08-04 | Caterpillar Inc. | Method of preventing cavitation in a fuel injector having a solenoid actuated control valve |
| GB9609382D0 (en) * | 1996-05-03 | 1996-07-10 | Lucas Ind Plc | Fuel injection system |
| JP3823391B2 (en) * | 1996-08-31 | 2006-09-20 | いすゞ自動車株式会社 | Engine fuel injector |
| DE19712135C1 (en) | 1997-03-22 | 1998-08-13 | Mtu Friedrichshafen Gmbh | Fuel injection system for internal combustion engine |
| US5860597A (en) * | 1997-03-24 | 1999-01-19 | Cummins Engine Company, Inc. | Injection rate shaping nozzle assembly for a fuel injector |
| DE19728111A1 (en) | 1997-07-02 | 1999-01-07 | Bosch Gmbh Robert | Fuel injection system |
| DE19732070C2 (en) * | 1997-07-25 | 2001-02-01 | Daimler Chrysler Ag | Direct-injection fuel injector with solenoid valve control for a multi-cylinder internal combustion engine |
| EP0970305B1 (en) * | 1997-12-23 | 2003-05-21 | Siemens Aktiengesellschaft | Injection valve with control valve |
| US5967413A (en) * | 1998-02-11 | 1999-10-19 | Caterpillar Inc. | Damped solenoid actuated valve and fuel injector using same |
| GB9812889D0 (en) * | 1998-06-15 | 1998-08-12 | Lucas Ind Plc | Fuel injector |
| US6029632A (en) * | 1998-07-21 | 2000-02-29 | Daimlerchrysler Ag | Fuel injector with magnetic valve control for a multicylinder internal combustion engine with direct fuel injection |
| US6113000A (en) * | 1998-08-27 | 2000-09-05 | Caterpillar Inc. | Hydraulically-actuated fuel injector with intensifier piston always exposed to high pressure actuation fluid inlet |
| DE19842067A1 (en) * | 1998-09-15 | 2000-03-16 | Daimler Chrysler Ag | Fuel injection system for diesel internal combustion engine has accumulator associated directly with each injector to eliminate fuel pressure fluctuations |
| GB9823134D0 (en) * | 1998-10-23 | 1998-12-16 | Lucas Ind Plc | Valve |
| DE19907544C2 (en) * | 1999-02-22 | 2002-12-05 | Siemens Ag | Injector for an injection system of an internal combustion engine |
| DE19928846A1 (en) | 1999-06-24 | 2001-03-08 | Bosch Gmbh Robert | Common rail injector |
| DE19951554A1 (en) * | 1999-10-26 | 2001-05-10 | Bosch Gmbh Robert | Fuel injector with integrated flow limitation |
| DE19963367B4 (en) * | 1999-12-28 | 2008-07-31 | Robert Bosch Gmbh | Common rail injector |
| DE10001828A1 (en) | 2000-01-18 | 2001-07-19 | Fev Motorentech Gmbh | Direct-control fuel injection device for combustion engine has valve body with actuator to move it in opening direction to let fuel flow from high pressure channel to connecting channel |
| DE10065221B4 (en) * | 2000-12-27 | 2007-11-29 | Robert Bosch Gmbh | Directly controlled 2-seat valve for fuel injection systems |
| US7278593B2 (en) * | 2002-09-25 | 2007-10-09 | Caterpillar Inc. | Common rail fuel injector |
| FI117349B (en) * | 2002-08-02 | 2006-09-15 | Waertsilae Finland Oy | Fuel supply system |
| DE10342698A1 (en) * | 2003-09-16 | 2005-04-28 | Bosch Gmbh Robert | Pressure controlled CR injector |
| JP5043761B2 (en) | 2008-06-18 | 2012-10-10 | 本田技研工業株式会社 | Fuel injection device |
| CN107524551B (en) * | 2017-08-31 | 2020-01-31 | 重庆红江机械有限责任公司 | micro-injection electric control oil injector with pressure maintaining structure |
| CN108150662A (en) * | 2018-02-05 | 2018-06-12 | 潍坊力创电子科技有限公司 | Double valve gas spray valve |
Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU444015B2 (en) * | 1968-11-15 | 1973-12-19 | Pritchard Edward | Improvements in or relating to pressure jet burner control systems |
| FR2145081A5 (en) * | 1971-07-08 | 1973-02-16 | Peugeot & Renault | |
| GB2045347B (en) * | 1979-02-24 | 1983-04-20 | Huber Motorenbau Inst | I c engine fuel injection system |
| JPS5655769U (en) * | 1979-10-05 | 1981-05-14 | ||
| JPS60206973A (en) * | 1984-03-30 | 1985-10-18 | Nippon Denso Co Ltd | Accumulater type fuel injection nozzle |
| CH668621A5 (en) * | 1986-01-22 | 1989-01-13 | Dereco Dieselmotoren Forschung | FUEL INJECTION SYSTEM FOR AN INTERNAL COMBUSTION ENGINE. |
| JPS62288366A (en) * | 1986-06-06 | 1987-12-15 | Kubota Ltd | Method of supplying fuel into fuel injection device in engine |
| US4951874A (en) * | 1988-09-01 | 1990-08-28 | Diesel Kiki Co., Ltd. | Unit fuel injector |
| JPH0286953A (en) * | 1988-09-21 | 1990-03-27 | Kanesaka Gijutsu Kenkyusho:Kk | Fuel injection valve |
| US4948049A (en) * | 1989-02-24 | 1990-08-14 | Ail Corporation | Rate control in accumulator type fuel injectors |
-
1993
- 1993-12-07 DE DE4341546A patent/DE4341546A1/en not_active Withdrawn
-
1994
- 1994-08-20 EP EP94113012A patent/EP0657644B1/en not_active Expired - Lifetime
- 1994-08-20 DE DE59407647T patent/DE59407647D1/en not_active Expired - Fee Related
- 1994-11-14 US US08/339,684 patent/US5538187A/en not_active Expired - Lifetime
- 1994-12-07 JP JP30395594A patent/JP3742669B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| US5538187A (en) | 1996-07-23 |
| JP3742669B2 (en) | 2006-02-08 |
| JPH07189851A (en) | 1995-07-28 |
| DE4341546A1 (en) | 1995-06-08 |
| EP0657644A2 (en) | 1995-06-14 |
| DE59407647D1 (en) | 1999-02-25 |
| EP0657644A3 (en) | 1995-12-06 |
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