EP0939857A1

EP0939857A1 - Fuel injection valve

Info

Publication number: EP0939857A1
Application number: EP98925392A
Authority: EP
Inventors: Rudolf Heinz; Friedrich Boecking
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 1997-09-25
Filing date: 1998-03-14
Publication date: 1999-09-08
Anticipated expiration: 2018-03-14
Also published as: DE19742320A1; WO1999015778A1; CN1241240A; US6328017B1; RU2222709C2; KR20000069030A; JP2001505975A; EP0939857B1; DE59809337D1; ES2206937T3; CN1114757C

Abstract

The present invention relates to a fuel injection valve for internal combustion engines in which the valve member control is achieved by controlling the pressure in a control chamber (25). The control chamber is submitted to a negative pressure or to a high pressure using a control valve (31) for biasing the fuel-injection valve member into a closed position. During the application of a negative pressure in the control chamber, the valve member (33) of a safety valve (32) for controlling the fuel supply to the fuel injection valve is opened so that, when the fuel injection valve is opened, high-pressure fuel can be also simultaneously supplied from a high-pressure fuel tank (14) and through a pressure line (12) to the injection openings (8) of said fuel injection valve (1). When injection is finished, the valve member (33) is closed while also closing the fuel-injection valve member (5). This method is used for preventing the arbitrary injection of fuel for an extended period of time upon a malfunction and optionally for preventing any disturbance due to an excess dose in the internal combustion engine when in use.

Description

Fuel injector

State of the art

The invention is based on a fuel injection valve according to the preamble of claim 1. In such a fuel injection valve known from GB-PS 1 320 057, only the relief of the control chamber is controlled by the control valve. The pressure chamber is constantly connected to the high-pressure fuel accumulator. With such a fuel injector, there is a risk that if an error occurs, for. B. in the pressure control of the pressure chamber, a continuous injection of fuel via the fuel injector takes place, which would result in the destruction of the associated internal combustion engine.

Advantages of the invention

The fuel injection valve according to the invention with the characterizing features of claim 1 has the advantage that a safety valve is provided which is controlled synchronously with the control of the pressure in the control chamber and synchronously with the desired injection such that a connection between the high-pressure fuel reservoir and the pressure chamber only at times the actual injection is made. If the control room is activated out, due to a non-functioning control valve or if a fault occurs in the fuel injection valve member itself, the duration of the supply of high-pressure fuel can be limited in this way, the safety valve not having to be controlled with the accuracy as the control valve for controlling the pressure in Control room and the opening of the safety valve can also extend over the common period of pre-injection and main injection.

The control valve can be designed according to claims 2 and 3 either as a 3/2-way valve or as a 2/2-way valve. Advantageously, according to claims 4 and 5, the control valve and the safety valve are actuated together by a single actuator.

The Sicherheitdsventil can be controlled electrically according to claim 4 or operated according to claim 5 together with the control valve, which reduces the construction of control elements. A separate control according to claim 4 gives the possibility to control both valves separately in the switching rhythm.

The use of a hydraulic translator for transmitting the actuating force according to claim 6 provides the additional possibility of translating the travel, which greatly reduces the actuator stroke.

Another variant of the hydraulic translation can be achieved by claim 7, since here the stiffness of the translator is minimized. As an alternative to mechanical

A hydraulic distributor rail with transmission ratio can also be selected, which greatly reduces the construction effort according to claim 8, particularly since the mechanical bridge is very large. A hydraulic translator or, according to claim 7, a mechanical bridge, via which an actuating force is hydraulically transmitted to the control valve and safety valve, is advantageously used. According to claim 8, the hydraulic boom can be arranged between the actuator and the valve members of the control valve and safety valve. The valve springs of these two valves can both be opened when the actuating element is actuated and, alternatively, can be made closed with this actuation. According to claim 11, a very advantageous embodiment is that the safety valve is controlled depending on the pressure in the control room. This enables cost savings when operating the two valves, the control valve and the safety valve. A further advantageous development of the invention according to claim 19 is that the valve member controls two valve seats with its valve body, a short-term relief of the control chamber occurs during passage of the valve body from one valve seat to the other, which results in a very short injection. In a further embodiment, the safety valve can be designed as a 3/2-way valve and, in its one position, establish the connection between the high-pressure fuel reservoir and the control chamber, which means the fuel valve member closes when the control chamber is relieved of pressure by the control valve and at the same time the connection between high-pressure fuel reservoir and the pressure chamber of the fuel injection valve. In its other position, this last-mentioned connection is established and the connection to the control chamber is interrupted, which causes the fuel injection valve member to open quickly with appropriate control by the control valve. In an advantageous embodiment, a piezo actuation arrangement according to FIG. Claim 21 provided. Such an actuation arrangement in particular enables very fast switching sequences to be achieved combined with a highly precise metering of the fuel injection quantity and fuel injection time. This applies in particular also in connection with claim 19, in the design of which a short intermediate relief of the control chamber can be achieved in order to generate a short injection. This injection is used for the pre-injection before a subsequent main injection and is a known measure for reducing the combustion noise in internal combustion engines.

drawing

Nine exemplary embodiments of the invention are shown in the drawing and are described in more detail below. Show it

1 shows a first exemplary embodiment on the basis of a schematically illustrated fuel injection valve, FIG. 2 shows a detailed representation of the control of the control valve and safety valve according to FIG. 1,

3 shows a second exemplary embodiment of the actuation and actuation of the valves according to FIG. 1, FIG. 4 shows a third exemplary embodiment of the actuation and design of the control valve and safety valve in a modification of FIG. 1,

5 shows a fourth exemplary embodiment of the actuation of the valve members of the safety valve and control valve, FIG. 6 shows a fifth exemplary embodiment of an actuation of the control valve and safety valve of the embodiment according to FIG. 5 in a modified form,

FIG. 7 shows a sixth exemplary embodiment of the invention in a modified form of the design of the safety valve and its control, 8 shows an alternative embodiment of the valve member of the control valve in a modification to the embodiment according to FIG. 7, FIG. 8 shows a further modification of the embodiment of the valve member of the control valve from FIG. 7, and FIG. 9 shows a modified embodiment of the valve member of the

Safety valve according to one of the foregoing.

Description of the embodiment

FIG. 1 shows a fuel injection valve 1 in a simplified representation, which has an injection valve housing 2 with a bore 3 in which an injection valve member 5 is guided. At one end, this has a conical sealing surface 6, which cooperates with a conical valve seat 7 at the end of the bore. Fuel injection openings 8 are arranged downstream of the valve seat 7 and are separated from a pressure chamber 9 when the sealing surface 6 is placed on the valve seat 7. The pressure chamber 9 extends over an annular space 10 around the smaller-diameter part 13 of the injection valve member which adjoins the sealing surface 6 upstream and toward the valve seat 7. The pressure chamber 9 can be connected via a pressure line 12 to a high-pressure fuel source in the form of a high-pressure fuel reservoir 14, which is supplied, for example, by a high-pressure pump 4, which delivers a variable delivery rate, from a reservoir 11 with fuel which is brought to injection pressure. In the area of the pressure chamber 9, the part 13 of the injection valve member with a smaller diameter merges with a pressure shoulder 16 facing the valve seat 7 into a part 18 of the injection valve member with a larger diameter. This is tightly guided in the bore 3 and continues on the side facing away from the pressure shoulder 16 in a connecting part 19 up to a piston-shaped end 20 of the injection valve member. In the area of the connecting part, this has a spring plate 22, between which and the housing 1 of the fuel injection valve, a compression spring 21 is clamped, which acts on the fuel injection valve member in the closed position.

The piston-like end 20 delimits, with an end face 24, the area of which is greater than that of the pressure shoulder 16, in the housing 2 of the fuel injection valve a control chamber 25 which is in permanent communication with the high-pressure fuel accumulator 14 via a first throttle 26 and via a second one in a discharge channel 28 arranged throttle 27 is connected to a relief chamber 29. The passage of the drain channel 28 is controlled by a control valve 31 with which the drain channel is either opened or closed.

The connection of the pressure chamber 9 to the high-pressure fuel accumulator 14 is controlled by a safety valve 32, the valve member 33 as well as the valve member 34 of the control valve 31 are moved into an open or closed position by a common actuating device 36. The actuating device 36 is controlled by an electrical control unit 37 in accordance with operating parameters.

The control of the control valve 31 and the safety valve 32 serves to control the injection quantity and injection time of fuel into the combustion chambers of an associated one

Internal combustion engine, in particular a diesel internal combustion engine. When the control valve 31 is closed, the high pressure prevailing there is at a high level because of the permanent connection of the control chamber 25 to the high-pressure fuel accumulator 14. With the safety valve still closed, the connection between the high-pressure fuel accumulator 14 and the pressure chamber 9 is prevented, so that even if the fuel injector malfunctions, no high-pressure fuel is available to effect fuel injection when the injector valve member 18 is lifted off. The Force Bi- Lance on the fuel injection valve 18 is such that when the fuel pressure in the pressure chamber 9 prevails, the area of the pressure shoulder, which is smaller than the area of the end face 24, transmits a smaller force in the opening direction of the injection valve member than the pressure of the same height prevailing in the control chamber 25 Fuel reservoir. In addition, the prestressed compression spring 21 acts in the closing direction, so that the fuel injection valve is securely closed.

If the valve member 34 of the control valve 31 is brought into the open position for triggering an injection, the control chamber 25 can be relieved of the load chamber 29 so that, decoupled by the first throttle 26 from the high-pressure fuel accumulator, a pressure of lower level is established in the control chamber 25. At the same time as the control valve 31, the safety valve is also opened, so that the connection between the high-pressure fuel accumulator 14 and the pressure chamber 9 is established. Due to the now different pressures that act on the fuel injection valve member, the force resulting from the load on the pressure shoulder 16 predominates in the opening direction. The fuel injection valve member is subsequently opened and fuel injection can take place through the injection openings 8. This continues until the control valve 31 closes again and the relief of the control chamber 28 is prevented. Thus, the high pressure prevailing in the high-pressure fuel accumulator 14 can build up again spontaneously in the control chamber 25 via fuel supply via the first throttle 26, so that the balance of forces at the fuel injection valve element in

Closing direction is larger and the fuel injection valve member is brought into the closing direction.

The safety valve 32 ensures that, in addition to controlling the fuel injection valve member 5, and delivery control of the fuel inflow in the high-pressure fuel accumulator 14 to the pressure chamber 9 is controlled. This takes place synchronously with the control of the control valve 31. However, it is not necessary for the safety valve to be controlled with the accuracy that is required for the control valve 31. This solution provides security against the failure of such a fuel injection valve. If there is a malfunction of the control valve 31 or if the function of the fuel injection valve element is impaired, the fuel quantity supplied to the fuel injection valve can be limited with the aid of the safety valve, so that even in the event of a failure of the above-mentioned elements, the fuel quantity supplied to the internal combustion engine is not too high , which would otherwise lead to the engine spinning and being destroyed.

In the design according to Figure 1, both valves, the control valve 31 and the safety valve 32 are designed as seat valves operated in the same sense, so that when the valve members 33 and 34 are moved down in Figure 1, fuel injection is prevented while when in the opposite direction be moved, fuel injection takes place. The activation or actuation of the valve members 33 and 34 by the actuating device 36 is not shown in more detail in FIG. 1. The actuating device for the valve members can either have individual actuating members or have an actuating member common to both valve members. Such an embodiment is shown in FIG. 2, for example. As

Force generator for the actuators is here, in FIG. 2 particularly advantageously, a piezo actuation arrangement 39 which acts on an actuating piston 40 and can transmit a very high force to it in a very short time span. The actuating piston limits tig a hydraulic space 42, which in turn coaxial to the Betä _. tigungskolben a transmitter piston 43 adjacent with its end face. The actuating piston, hydraulic chamber 42 and transmission piston 43 together form a hydraulic translator, since the force diameters can be set by means of the different diameters of the two pistons 40 and 43 via the hydraulic chamber 42. The transmission piston 43 acts on a mechanical bridge 45 which adjusts the valve members 33 and 34 together.

This arrangement can be realized in the arrangement of the control valve and safety valve arrangement shown in FIG. When force is applied, ie when the piezo actuation arrangement 39 is excited, the valve members 33 and 34 are thus held in the closed position, so that the fuel injection pauses are determined by the duration of the excitation of the piezo actuation arrangement. A modified version of FIG. 2 is shown in FIG. 3. The mechanical bridge has been omitted here. Instead, a hydraulic translator is implemented here, which consists of a hydraulic space 42 ′ which is delimited on one side by a movable wall realized by the end face of the actuating piston 40 and on the other side by movable walls which pass through the end face 46 of the valve member 34 of the control valve 31 and formed by the end face 47 of the valve member 33 of the safety valve 32 is limited. The said movable walls can of course also act indirectly on the links 40, 33 and 43 mentioned. The actuating piston 40 is in turn moved by the piezo actuating arrangement 39. With the design of the end faces of the actuating piston 40, on the one hand, and the valve members 33, 34, which delimit the hydraulic space 42 ', a hydraulic translator is implemented, which guarantees that at the same time and without tolerance ranz and friction losses, the triggering force of the piezo actuating arrangement 39 is transmitted to the valve members 33 and 34 via the actuating piston 40.

Figure 4 shows a modification of the embodiment of the valve members of the control valve 31 and the safety valve 32. Instead of as in Figure 1, in which the valve members 33 and 34 each had a conical sealing surface, which cooperated with a corresponding conical valve seat, and with the actuating force exerted by the actuating arrangement 39 have been brought into the closed position, the valve members 33 'and 34' in the embodiment according to FIG. 4 are simultaneously moved into the open position when the transfer piston 43 is actuated. Analogously to the embodiment according to FIG. 2, the actuating piston 40 is again provided, which acts on the transmission piston 43 via the hydraulic space 42, which in turn adjusts the mechanical bridge 45 on which the valve members 33 'and 34' under the influence of not shown here Springs F are in contact. When the actuation arrangement is not energized, the spring F _λ moves the valve member 33 'with a sealing surface 52 attached to a closing body 51 to bear against a safety valve seat 50. At the same time, the valve member 34' is also moved by a spring F ₂ with a sealing surface 54 at a closing body 55 held in contact with a control valve seat 56. The closing body 51 of the valve member 33 'is located at the end of a plunger 57 which is guided in a guide bore 58 and whose end opposite the closing body 51 is brought into contact with the mechanical bridge 45 under spring force. Adjacent to the sealing surface 52, the tappet 57 has an annular groove 59 which, in the closed position of the valve member 33 'shown in FIG. 4, delimits an annular space which communicates with the high-pressure fuel reservoir via a part 12a of the pressure line 12 opening into the guide bore 58 with the high-pressure fuel reservoir 14 connected is. The valve body 51 can be moved back and forth in a valve chamber 60, from which the pressure line 12 leads to the pressure chamber 9. In the position shown in FIG. 4 when the piezo actuation arrangement is not energized, the connection between the high-pressure fuel accumulator 14 and the pressure chamber 9 is therefore prevented. Regardless of this, the high-pressure fuel accumulator 14 is connected to the control chamber 25 via another line in an embodiment as shown in FIG. 1. The valve member 34 'of the control valve is configured in the same way as the valve member 33'. Here, too, the valve body 55 is adjustable in a valve chamber 62 and attached to the end of a tappet 63 guided in a guide bore 48. Between the sealing surface 54 and the adjacent part of the tappet 63 and the guide bore 48, an annular space 64 is also formed here, which is in constant communication with a part 28a of the drain channel 28. The discharge channel 28 opens into the valve chamber 62 from the control chamber 25. When the valve member 34 is open, it is connected to the part 28a which leads further to the relief chamber 29.

In the arrangement of the valves shown here, the piezo actuation arrangement 39 is only excited as long as an injection is to take place. The transfer piston 43 moves the mechanical bridge 45 and at the same time the valve members 33 'and 34', so that both valves, the

Control valve 31 and the safety valve 32 are opened and, as already shown above, the injection can take place. Instead of the mechanical bridge 45 used here, the hydraulic drainage space can of course also be designed analogously to the embodiment in FIG. 3. This has advantages with regard to the transmission forces, which can be set individually in the form of the hydraulic translator after each valve member, with regard to the simultaneous actuation and freedom from friction. On the other hand, sufficient filling of the hydraulic space must always be ensured. The valve spring of the control valve 31 and the safety valve 32 can, however, also be configured differently, as can be seen in FIG. 5, and the valve member 534 can be designed, for example, in the same way as that

Valve member 34 ', the valve member 533, on the other hand, are designed in the same way as the valve member 33 of FIG. 1. This valve member 533 then has a sealing surface 66 in the shape of a cone at the end of the valve member, which sealing surface interacts with a valve seat 67 which prevents entry into the pressure line 12, which leads to the pressure chamber 9, limited. On the other side of the valve seat, the part 12a of the pressure line leading to the high-pressure fuel reservoir 14 opens into a valve chamber 68, into which the end of the valve member 533 projects. On the other side of the valve member, which in turn is guided in a guide bore 558, its end face 69 rests on a balance beam 70 which can be pivoted about a fixed axis 71 and on whose other lever arm the end of the valve member 534 rests and faces it the transmitting piston 43 to which, as in FIG. 4, the hydraulic chamber 42 and the actuating piston 40 and the piezo-actuating arrangement 39 are connected. If the latter is energized, the transmitter piston 43 adjusts the balance beam 70 in such a way that the valve member 543 is moved into the open position against the force of the spring F and at the same time the valve member 533 is also moved in the open position following the action of the spring F _x following the balance beam 70 . If the piezo actuation arrangement 39 is not excited, the spring F _x , which is arranged on the valve member 534, causes this in the closed position and at the same time via the balance beam 70

Valve member 533 also in the closed position against the force of spring F ₂ . This requires careful coordination of the spring forces and the actuation forces. In a fifth exemplary embodiment according to FIG. 6, instead of the mechanically acting balance beam 70, a hydraulic space 642 is again provided, which is delimited on one side by the tappet 663 of the valve member 634 and on the other side by the transmission piston 43. For actuating the analogue from FIG. 5 executed valve member 633 this has at its end a connecting part in the form of a coupling pin 72 which dips into the hydraulic space 642 and is connected at its end to an actuating piston 73 which is guided in the housing of the fuel injection valve and with its end face 74 a pressurized movable wall forms, when the valve member 633 is also adjusted. On its rear side, the actuating piston borders on a pressure-relieved space 49. At the transition between coupling pin 72 and valve element 633, a relief space 75 is provided, via which the leakage quantity can be discharged and which provides the necessary space for the valve element 633. This is loaded in the closing direction by a spring F ₂ , which holds the valve member 633 with its sealing surface 66 on the valve seat 67 when the hydraulic space 642 is not loaded. If the transfer piston 43 is moved when the piezo actuation arrangement 39 is excited, the pressure in the hydraulic space 642 increases, which results in the valve member 663 being displaced in the opening direction by the pressurized actuating piston 73 in the opening direction counter to the force of the spring F ₂ . At the same time, the increased pressure in the hydraulic space 642 causes a displacement of the tappet 663 and thus an opening of the control valve. The valve member 634 is designed as in the corresponding valve member 43 'of FIG. 4, but with the difference that the drive here takes place directly hydraulically via the hydraulic space 692 and against the closing force of the spring F _x . It can be seen from FIG. 6 that the valve chamber 68 is permanently connected on one side to the high-pressure fuel reservoir via the part 12a of the pressure line and that the pressure line 12 leads from the valve chamber 68 to the pressure chamber 9 via the valve seat 67. Furthermore, the control chamber 25 is constantly connected to the valve chamber 68 via the first throttle 26. The control chamber is further connected to the valve chamber 62 of the control valve via the second throttle 27 in the .flow channel 28 and can be connected to the further part 28a when the valve member 634 is moved in the open position. In this exemplary embodiment too, activation for actuating the piezo actuation arrangement 39 takes place only in the times in which fuel injection is to take place.

In a sixth exemplary embodiment according to FIG. 7, the control valve has a valve member 734 designed in the same way as the valve member 634, 534 or 34 '. One of the drives provided in FIGS. 4 to 6 can be used for the drive. Deviating from the above exemplary embodiments, a safety valve with a valve member 733 is now provided, which initially, in a manner analogous to that in FIG. 6, has a conical sealing surface 766 at the end of a sealing bore protruding into the valve space 768 and guided in a guide bore 95 in the injection valve housing 2 Tappet 757 of valve member 733. As in FIG. 6, the sealing surface 766 interacts with the conical valve seat 67. With a part of the sealing surface 766 which is not covered by the valve seat 67, this at the same time forms a first pressure surface on which the pressure in the valve chamber 768 acts on the valve member 733 in the opening direction when the safety valve is closed. The valve chamber 768 is in turn permanently connected to the high-pressure fuel accumulator via the pressure line part 12a and in constant communication with the control chamber 25 via the throttle 26. The pressure line 12 leads from the valve seat 67 to the pressure chamber 9. Deviatingly, the rear end face 77 of the plunger 757, as the second pressure surface of the valve member 733, now borders on a safety valve pressure chamber 96, which is connected to the valve chamber 762 and is exposed to the pressure of the valve chamber 762, which is at the same time the pressure in the control chamber 25, since both rooms are constant are connected to one another via the second throttle 27. In addition, a compression spring 78 acts on the end face 77 and acts on the valve member 733 in the closing direction. In this exemplary embodiment, if the valve member 734 of the control valve 31 is in the closed position shown, the high fuel pressure of the high-pressure fuel reservoir supplied via the throttle 26 has been set in the control chamber 25. This pressure also acts on the front side 77 of the valve member 733 of the safety valve and holds the valve member 733 in the closed position. If the control valve is now opened and the control chamber 25 is relieved, the end face 77 is also relieved. At the same time, however, the still high pressure in the valve chamber 768 acts on the conical sealing surface 766, which adjoins the valve seat 67 on the control chamber side and overcomes the resulting force, the closing force of the spring 68 and brings the valve member 733 into the open position. Fuel can thus be supplied to the pressure chamber 9 and the injection takes place if, at the same time, the fuel injection valve member 5 is moved in the opening direction under the action of the high pressure on the pressure shoulder 16 with reduced control chamber pressure in the control chamber 25. In this exemplary embodiment, the safety valve is advantageously switched automatically without a special actuating device. The safety valve always opens when the required low pressure prevails in the control chamber 25 and a sufficiently high pressure is available for the injection. This can also be achieved if instead of controlling the control room pressure via the 2 / 2- Control valve in a relief line and a throttled high-pressure connection to the control chamber is controlled by a 3/2-way valve which connects the control chamber either to the high-pressure accumulator 14 or to the relief chamber 29.

Instead of the valve member 733 from FIG. 7, a seat valve can also be implemented, as can be seen in FIG. The valve member has a ball 79 which interacts with the valve chamber 862 with a conical seat 80 at the mouth of the / drainage channel 28. One of the above means, FIGS. 2 to 6, can be used as the drive.

In a further eighth embodiment of the invention according to FIG. 9, the valve member 733 of the safety valve is again provided in the same configuration as in FIGS. 4 to 7. The valve member 733 thus has a valve body 955 with a sealing surface 54 which interacts with the valve seat 56. In a departure from the embodiment according to FIGS. 4 to 7, a second sealing surface 81 is provided on the valve body 955 opposite the sealing surface 54 and cooperates with a second valve seat 82. This second valve seat 82 delimits the opening of the drain channel 28 into the valve chamber 962. When the valve element 934 is actuated by the piezo actuation arrangement, the latter lifts with its sealing surface 54 from the valve seat 56 and thus establishes the connection between the drain channel 28 and the drain channel part 28a via the valve chamber 962, as in the above exemplary embodiments according to FIGS. 4 to 7. The valve member 934, however, continues to move under the action of the piezo actuation arrangement until the sealing surface 81 comes into contact with the second valve seat 82 and thus closes the drainage channel 28 again. As a result, the high pressure which brings the fuel injection valve member 5 in the closing direction can build up again in the control chamber 25. The valve- member 733 is now further relieved on its end face 77 since the valve chamber 962 has a connection to the drain channel part 28a via the now open valve seat 56. The valve member 733 will therefore remain in the open position until the valve member 934 of the control valve is in again

Closing direction. With the short-term establishment of the connection between the drain channel 28 and the drain channel 28a and the subsequent relief of the control chamber 25, a short-term fuel injection is realized, which is regularly a pre-injection quantity, which subsequently has to be followed by a main fuel injection. For this purpose, the piezo actuation arrangement is partially de-energized, so that the valve body 955 remains in an intermediate position in the valve chamber 962, in which both valve seats 56 and 82 are open and the control chamber 25 is thus relieved. The valve member 733 is then still in the open position, since the end face 77 is also relieved. To terminate the main fuel injection, the valve member 934 is brought back to the valve seat 56. Then a high pressure can build up again in the control chamber 25, which also propagates into the valve chamber 962 and acts on the end face 77 of the valve member 733 of the safety valve and moves it into the closed position. With this configuration, a pre-injection and main injection can be implemented with the shortest fuel injection times, which is defined by the movement of the valve member 934 of the control valve from the first valve seat 56 to the second valve seat 82. In order not to disturb the entire injection, in the arrangement given here, the valve member 733 is opened during both the pre-injection, the injection pause afterwards and the following main injection. Only then is it closed, so that at high pressure in the control chamber 25, fuel can surely no longer flow to the pressure chamber 9 and can cause an unwanted fuel injection there. If the end face 77 is then replaced directly with the valve chamber 962 Control room 25 connected, the safety valve is closed again during the spray breaks.

FIG. 10 shows a last exemplary embodiment with a modified form of the safety valve. There the 833 safety valve is designed as a 3/2 way valve. When actuated analogously to the above exemplary embodiments, the safety valve member 833 in turn has a tappet 857 which is guided in a bore in the fuel injection valve housing and ends in a valve head 84. This is adjustable in a valve chamber 85, which is in constant communication with the high-pressure fuel accumulator 14 via the pressure line part 12 a. The valve chamber 85 is delimited on one side by a first valve seat 86 at the transition to the bore 87 leading to the tappet 57 and opposite this valve seat by a second valve seat 88 which is formed on the discharge pressure line 12. The valve head has a first, for example conical sealing surface 89 which interacts with the first valve seat 86 and on this side opposite the first sealing surface 89 has a second conical sealing surface 90 which interacts with the second valve seat 88. At the transition between the first sealing surface 59 and the guided part of the plunger 857, an annular groove 91 is worked in, which forms an annular space 92 together with the wall of the bore 87, which in turn also has a pressure line 93 in which the first throttle 26 is arranged the control room 25 is connected. With a safety valve element 833 equipped in this way, the connection from the high-pressure fuel accumulator 14 to the control chamber 25, which was relieved by the control valve, can also be interrupted at times when fuel is to be injected. At the same time, the connection from the high-pressure fuel reservoir 14 to the pressure chamber 9 is established. This leads to a particularly effective relief of the control room 25 and to a high force development in opening. direction, since in the event of the intended opening of the fuel injection valve 5, no more fuel flows into the control chamber 25 via the first throttle 26 and can thus influence the pressure level. If the fuel injection is to be stopped, the valve member 833 is also brought into a second closed position, in which it closes the pressure line 29 with the second sealing surface 90 and at the same time establishes the connection between the control chamber 25 and the high-pressure fuel accumulator 14 via the first valve seat 86 . The desired high pressure can then build up in the control chamber 25, which brings the fuel injection valve member 5 into the closed position. If this safety valve member 833 is brought into a central position with its valve head 84 by a corresponding drive, the control chamber 25 is brought to a pressure level which lies between the maximum pressure and the completely relieved pressure. This average pressure brings about a reduced opening of the fuel injection valve member 12 in such a way that a small amount of fuel injection can be introduced for the purpose of the pre-injection over a short time. The slight opening of the fuel injection valve also enables the fuel injection jet to be formatted by throttling the fuel supply to the fuel injection openings.

The safety valve designed according to FIG. 10 can be actuated both by a separate piezo actuation arrangement and by a jointly translated actuation arrangement which also controls the valve member of the control valve. In order to assume the above-mentioned intermediate position between the first valve seat 86 and the second valve seat 88, however, a separate actuation by a piezo actuation arrangement, which is assigned to the safety valve, is required, which can also carry out partial paths of the adjustment when appropriately excited. The control valve, however, can in this case can also be operated by an electromagnet.

Basically, in the above embodiments FIGS. 1 to 8, actuation of the valve members by electromagnets is possible, even if the switching speed is also influenced by the electromagnetic hysteresis. Instead of the control of the pressure in the control chamber 25 shown here in part with the aid of a 2/2-way valve, such control by a 3/2-way valve is also possible and the safety valve according to the invention can be used at the same time. Such a 3/2-way valve has connected the control pressure chamber 29 to the high-pressure fuel accumulator in a first position of the valve member and connected the control chamber 25 to the relief chamber 29 in a second position. In such a case, the valve member of the safety valve is also brought into the closed position at the same time as the switching to the first position of the 3/2-way valve. If the control chamber 25 is then connected to the relief chamber in the other switching position of the 3/2-way valve, the safety valve is also opened at the same time. Such a 3/2-way valve can be implemented analogously to the design of the valve element 833 from FIG. 10.

Claims

Expectations

1. Fuel injection valve for an internal combustion engine with a high-pressure fuel supply (14), which is connected via a pressure line (12) to a pressure chamber (9) of a fuel injection valve (1), which has a fuel injection valve member (5), which a pressure shoulder (16) is acted upon by pressure in the pressure chamber (9) against a closing force in the opening direction and at least indirectly by a pressure prevailing in a control chamber (25) the movable wall (24) bounding a control chamber (25) connected to the fuel injection valve member is acted upon in the closing direction, the force resulting from a first pressure in the control chamber (25) resulting in a closing force that is greater than the opening force acting in the opening direction via the pressure shoulder (16) and with an electrically controlled control valve (31), through which the Initiation of fuel injection into the control room (25) with a relief chamber (29) connecting relief channel (28) is opened to relieve the pressure in the control chamber to a second relief pressure, which results in a closing force that is less than the opening force, characterized in that in the pressure line ( 12) a controlled safety valve (32) is arranged through which the connection from High-pressure fuel reservoir (14) to the pressure chamber (9) is open during the times in which fuel injection is to take place and is closed during the individual injection cycles.

2. Fuel injection valve according to claim 1, characterized in that the control valve is designed as a 3/2-way valve through which the control chamber (25) is connected either to the high-pressure fuel accumulator (14) or to the relief chamber (29).

3. Fuel injection valve according to claim 1, characterized in that the control chamber (25) via a first throttle (26) is continuously connected to the high-pressure fuel accumulator (14) and through the control valve (31) designed as a 2/2-way valve over a cross section of the is larger than the cross section of the first throttle (26) can be connected to the relief chamber (29).

4. Fuel injection valve according to claim 1 or 2, characterized in that the safety valve (32) can be actuated by an electrically controlled actuator (36, 39). (Figures 2, 3, 4, 5, 6, 10)

5. Fuel injection valve according to claim 4, characterized in that the control valve (31) and the safety valve

(32) are operated together by a single actuator (39). (Figures 2, 3, 4, 5, 6, 10)

6. Fuel injection valve according to claim 4, characterized in that a hydraulic translator (40, 42, 43; 40, 42 ', 33, 34, 73) is used to transmit the actuating force of the actuating member. (Figures 2, 3, 4, 5, 6)

7. Fuel injection valve according to claim 6, characterized in that between the actuating member (39) and the valve members (33, 34) of the safety valve (32) and control valve (31), a hydraulic space (42) is included, and for transmitting the actuating movement of the Actuating member (39) a piston (43) delimiting the hydraulic space (42) is provided, which acts on a mechanical bridge (45) against which the valve members (33, 43) rest. (Figure 2, 4, 5)

8. Fuel injection valve according to claim 6, characterized in that the hydraulic translator consists of a hydraulic space (42 '), on the one hand by a wall adjustable from the actuators (40) and on the other hand with the valve members (33, 43) of the control valve (31) and the safety valve (32) connected to movable walls. (Figures 3 and 6)

9. Fuel injection valve according to one of claims 1 to 8, characterized in that the control valve (31) and the safety valve (32) are designed so that their valve members (33 and 43) by a restoring force (F _1; F ₂ ) when not activated Actuating member (39) are kept in the closed position and can be brought into the open position by the actuating force of the actuating member (39). (Figures 4, 5, 6)

10. Fuel injection valve according to one of claims 1 to 8, characterized in that the control valve (31) and the safety valve (32) are designed so that their valve members (33, 34) by a restoring force when the actuator (39) is not activated in the open position be held and by the actuating force of the actuator can be brought into the closed position. (Figures 4, 5, 6)

11. Fuel injection valve according to claim 4, 5 or 7, characterized in that the safety valve (32) is a valve member

(34), which is guided in a guide bore (95), at its one end projecting out of the guide bore (95) has a sealing surface (766) cooperating with a valve seat (67) and a first one which is constantly exposed to the pressure of the high-pressure fuel accumulator (14) Has pressure surface (766) and at its other end protruding from the guide bore (95) has a second pressure surface (77) exposed to the pressure in the control chamber (25) and is additionally acted upon by a spring (78) in the closing direction towards the valve seat (67) is, which from the load from the pressure of the high-pressure fuel accumulator

(14) resulting force is greater than the force of the spring (78) acting in the closing direction together with the pressure prevailing in the control chamber (25) when the pressure is released. (Figure 7, 8, 9)

12. Fuel injection valve according to claim 11, characterized in that a safety valve pressure chamber (96) limited by the second pressure surface (77) of the safety valve member (733) is connected to the control chamber (25) via the valve chamber (762).

13. Fuel injection valve according to claim 11, characterized in that the control valve (31) has a control valve member (34 ', 534, 734, 934) which has a plunger (63) guided in a guide bore (48), at the end of which in a with which A valve body (55) is arranged on the end of the control chamber (25) connected to the valve chamber (62) and has a sealing surface (54) on the side of the tappet (63), with which it connects with a valve seat (56) Guide bore (48) and valve chamber (62) cooperates. (Figure 4, 5, 7, 9, 10)

14. Fuel injection valve according to claim 13, characterized in that the other end of the tappet (63, 663) of the control valve member (34) projects into the hydraulic space (42 ', 642), which on the other hand from that with the actuating member (39) connected movable wall (40) and is delimited by a movable wall (47, 74) connected to the closing member (33, 633) of the safety valve (32). (Figures 3 and 6)

15. Fuel injection valve according to claim 14, characterized in that the movable wall (47, 74), which acts on the closing member (33, 633) of the safety valve (32), and the movable wall (46), which acts on the tappet (33, 633) of the control valve member (34, 634) acts from the pressure in the hydraulic space (42 ', 642) when the pressure increases in the opening direction to which the valves are acted. (Figure 3, 4, 6)

16. Fuel injection valve according to claim 15, characterized in that the hydraulic space (642) transverse to the axis of the tappet (633) of the valve member (634) of the control valve (31) and the actuator (39, 40) and the movable wall (74 ), which acts on the closing element (633) of the safety valve (32) on an actuating piston (73) which is at the end of a connecting part (72) which is guided through the hydraulic space (642) and on the other hand connected to the valve element (633) ) is attached. (Figure 6)

17. Fuel injection valve according to claim 16, characterized in that the adjusting piston (73) is on its hydraulic Room (642) facing away from a pressure-relieved room (49) is connected. (Figure 6)

18. Fuel injection valve according to .Anspruch 8, characterized in that one end of the control valve member (534) abuts a first lever arm of a transmission lever (70) which is pivotable about a fixed axis, and at the second lever arm an end of the safety valve ( 533) comes to rest and on the transmission lever (70) for actuating the valves in the closing or opening direction the actuating member (39, 40, 42, 43) at least indirectly comes to rest. (Figure 1 to 8)

19. Fuel injection valve according to claim 18, characterized in that the control valve closing member (534) and the safety valve closing member (533) come to rest on the same side of the transmission lever (70) and on these opposite the actuating member (39, 40, 42, 43rd ) attacks at least indirectly.

20. Fuel injection valve according to claim 13, characterized in that a second sealing surface (81) is arranged on the valve body (955) on the side facing away from the guide bore (48) and a second on the connection from the valve chamber (962) to the control chamber (25) Valve seat (82) is formed, which is opposite the first valve seat (56) in the axial direction of the control valve member (31) and with which the second sealing surface (81) cooperates, wherein when the valve member (934) of the control valve is actuated in the opening direction to relieve the control space (25) the valve body (955) with its first sealing surface (54) lifts off the first valve seat (56) and after a brief opening of the control chamber (25) by means of the Both valve seats (56, 82) opened connection of the relief channel (28) comes into contact with the second valve seat (82) with its second sealing surface (81) (Figure 9).

21. Fuel injection valve according to claim 3, characterized in that the safety valve (32) is designed as a 3/2-way valve, with a valve closing member (833) actuated by an electrical actuating member and having a valve head (84) with a first sealing surface (90) controls the connection between the high-pressure fuel reservoir (14) and the pressure chamber (9) of the fuel injection valve and controls the opening of a connecting line (93) between the high-pressure fuel reservoir (14) and the control chamber (25) with the other sealing surface (89) in its other position In which connecting line (93) the first throttle (26) is arranged, the cross section of which is smaller than the cross section of the first throttle (26) arranged in the relief line (28) of the control chamber (25) (FIG. 10).

22. Fuel injection valve according to one of the preceding claims 1 to 21, characterized in that a piezo actuation arrangement is provided as the actuating member.

23. Fuel injection valve according to one of the preceding claims 1 to 21, characterized in that a solenoid is provided as the actuator.