EP1198672B1 - Fuel injection valve for internal combustion engines - Google Patents

Fuel injection valve for internal combustion engines Download PDF

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Publication number
EP1198672B1
EP1198672B1 EP01953120A EP01953120A EP1198672B1 EP 1198672 B1 EP1198672 B1 EP 1198672B1 EP 01953120 A EP01953120 A EP 01953120A EP 01953120 A EP01953120 A EP 01953120A EP 1198672 B1 EP1198672 B1 EP 1198672B1
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EP
European Patent Office
Prior art keywords
valve
conical surface
fuel injection
valve member
annular groove
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
Application number
EP01953120A
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German (de)
French (fr)
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EP1198672A1 (en
Inventor
Rainer Haeberer
Markus Ohnmacht
Wilhelm Christ
Ralf Maier
Stefan Haug
Wolfgang Fleiner
Markus Rueckle
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
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Publication of EP1198672A1 publication Critical patent/EP1198672A1/en
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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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1873—Valve seats or member ends having circumferential grooves or ridges, e.g. toroidal
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/047—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series the valves being formed by deformable nozzle parts, e.g. flexible plates or discs with fuel discharge orifices
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped

Definitions

  • the invention is based on a fuel injection valve for internal combustion engines, preferably self-igniting internal combustion engines, according to the preamble of claim 1.
  • a fuel injection valve for internal combustion engines, preferably self-igniting internal combustion engines, according to the preamble of claim 1.
  • Such a fuel injection valve is known from published patent application WO 96/19661.
  • a blind bore is formed in a valve body, in which a valve member is guided.
  • the valve member is surrounded on its combustion chamber-side section by a pressure chamber which can be filled with fuel under high pressure.
  • a conical valve seat is formed on the bottom surface of the blind bore facing the combustion chamber.
  • at least one injection opening is arranged on the bottom surface, which connects the bore to the combustion chamber. In the closed position, the valve member comes into contact with the valve member tip on the valve seat and thus closes the injection openings against the pressure chamber.
  • valve member tip two conical surfaces are arranged, at the transition of which a circumferential annular groove is formed which defines the effective seat diameter of the valve member and has the effect that the opening pressure of the fuel in the pressure chamber does not change during operation.
  • the injection orifices, towards which the valve member is unsecured, are covered by the valve member at the beginning of the opening stroke movement, so that little or no fuel can flow to them.
  • the fuel injection valve according to the invention with the characterizing features of claim 1 has the advantage that in the area of the injection openings on the second conical surface of the valve member tip, a further circumferential annular groove is formed, which already flows to the fuel flowing from the pressure chamber to the injection openings at the beginning of the opening stroke movement to all Injection openings distributed. If, during the opening stroke movement, the valve member is misaligned towards an injection opening, part of the fuel flowing to the other injection openings is diverted into a tangential flow through the additional annular groove and thus flows to this injection opening.
  • longitudinal grooves are formed in the conical surface between the annular groove and the additional annular groove. With these longitudinal grooves, the fuel is distributed more evenly and quickly across all injection openings when the valve element is misaligned.
  • the longitudinal grooves are inclined to the surface lines of the conical surface arranged between the annular groove and the additional annular groove. This results in a tangential fuel flow in the additional annular groove around the valve member in the area of the injection openings, which additionally supports a uniform distribution of the fuel over the bin injection openings.
  • Fuel injection valve are shown in the drawing. 1 shows a fuel injection valve in partial longitudinal section
  • Figure 2 is an enlarged view 1 in the area of the valve seat
  • the figures 3, 4, 5 and 6 the same detail as Figure 2 of other embodiments.
  • FIG. 1 a longitudinal section of a fuel injection valve is shown.
  • a bore 3 is arranged in a valve body 1, which is designed as a blind bore and the closed end of which faces the combustion chamber.
  • a conical valve seat 9 is formed on the bottom surface of the bore 3 and at least one injection opening 11, which connects the bore 3 to the combustion chamber.
  • a valve member 5 is arranged in the bore 3 and is sealingly guided in the bore in a section 105 facing away from the combustion chamber.
  • the valve member 5 tapers towards the combustion chamber, forming a pressure shoulder 13, and merges into a valve member shaft 205.
  • the combustion chamber end of the valve member 5 forms a valve member tip 7 which adjoins the valve member shaft 205 and which tapers further towards the combustion chamber.
  • the pressure shoulder 13 of the valve member 5 is arranged in a pressure chamber 19 formed in the valve body 1 and surrounding the valve member 5, which continues into the combustion chamber as an annular channel surrounding the valve member 5 and extends as far as the valve seat 9.
  • the pressure chamber 19 can be filled with fuel under high pressure via an inlet channel 25 formed in the valve body 1.
  • the valve member 5 is pressed against the valve seat 9 with the lateral surface of the valve member tip 7 by a closing force which acts on the end of the valve member 5 facing away from the combustion chamber.
  • the outer surface of the valve member tip 7 cooperates with the valve seat 9 so that the injection openings 11 are closed against the pressure chamber 19. In this closed position of the valve member 5, the pressure shoulder 13 and part of the valve member tip 7 are acted upon by the fuel pressure of the pressure chamber 19.
  • the closing force is generated by a device that is in a valve holding body, not shown in the drawing is arranged in the installed position of the fuel injector against the end of the valve body facing away from the combustion chamber 1 is tense.
  • This device can, for example be a preloaded spring, at least indirectly acts on the valve member 5. It can also be provided that several springs are arranged in the valve holding body the closing force depends on the stroke of the valve member 5 individually or generate together.
  • the closing force can also be generated hydraulically be in which, for example, an actuator hydraulic moves at least indirectly onto the valve member 5 acts and acts on it in the closed position.
  • the opening stroke movement of the valve member 5 is thereby initiated that the fuel pressure in the pressure chamber 19 through Fuel supply from the inlet channel 25 increases.
  • the hydraulic force increases on the pressure shoulder 13 and the part of the valve member tip acted upon by the fuel 7, the resulting force on the valve member 5 causes in the axial direction. exceeds this resulting Force the closing force, the valve member 5 lifts from the valve seat 9 and fuel can from the pressure chamber 19th past the valve member tip 7 to the injection openings 11 flow and from there into the combustion chamber.
  • the fuel injector is in the range of Valve element tip 7 in the closed position of valve element 5 shown enlarged.
  • the valve seat 9 is a conical one Surface with a cone angle ⁇ , which is preferably 50 to Is 70 degrees.
  • the valve seat goes at the combustion chamber end 9 for manufacturing reasons in a bulge 48.
  • At least one injection opening 11 is formed in the valve seat 9, the perpendicular to the valve sealing surface 9 or too this runs inclined. If there are several injection openings 11 provided, these are in accordance with the supply Combustion chamber of the internal combustion engine preferably evenly distributed over the circumference of the valve body 1.
  • the injection ports 11 can, for example, in a common Radial plane to the axis of the valve member 5 are on several radial planes can be distributed or in one to the axis of the valve member 5 are inclined plane.
  • the valve member stem 205 merges into the valve member tip 7 at its combustion chamber end, forming an intermediate cone surface 28. It can also be provided that the intermediate cone surface 28 is omitted and the diameter of the valve member stem 205 corresponds to that of the base surface of the valve member tip 7.
  • a first cone surface 30 is formed on the valve member tip 7, which adjoins the valve member shaft 205 and has a cone angle ⁇ which is smaller than the cone angle ⁇ of the valve seat 9. Facing the combustion chamber, the first conical surface 30 is adjoined by a second conical surface 32 which has a conical angle ⁇ which is greater than the conical angle ⁇ of the valve seat 9.
  • a difference angle ⁇ 1 is thus formed between the first cone surface 30 and the valve seat 9 and a difference angle ⁇ 2 between the second cone surface 32 and the valve seat 9.
  • the difference angles ⁇ 1 , ⁇ 2 are preferably less than 1.5 degrees.
  • the valve member 5 is flattened to form an end face 52 which is arranged inside the bulge 48 in the closed position of the valve member 5.
  • the first groove edge 38 located upstream with respect to the fuel flow to the injection openings lies on the first cone surface 30, while the second groove edge 39 located downstream lies on the second cone surface 32.
  • the first groove edge 38 comes into contact with the valve seat 9 and seals the injection openings 11 from the pressure chamber 19. Due to the closing force on the valve member 5 and the associated elastic deformation of the first groove edge 38 and the preferably small difference angle ⁇ 1 , ⁇ 2 , the second groove edge 39 also comes into contact with the valve seat 9 in the closed position of the valve member 5.
  • An additional annular groove 42 is formed on the second cone surface 32. It is arranged so that it covers the injection openings 11 in the closed position of the valve member 5.
  • the additional annular groove 42 has a cross section, which is preferably greater than or equal to the cross section of an injection opening 11, in order to enable an unthrottled fuel flow in the tangential direction in the additional annular groove 42 to the injection openings 11.
  • the cross-sectional shape can be in the form of a circular arc or can also have any other shape, for example a polygon or an elliptical arc shape.
  • the additional annular groove 42 is also arranged in such a radial plane. If, on the other hand, the injection openings 11 are arranged in a plane inclined to the radial plane, the additional annular groove 42 can also run accordingly in an inclined plane in order to cover all the injection openings 11 in the closed position.
  • the operation of the additional annular groove 42 is like follows: Lifts the valve member 5 by the hydraulic force from the valve seat 9, it can happen that the valve member 5 with respect to the axis of the bore 3 on the valve seat 9 is roofed to an injection opening 11. The fuel flow from the pressure chamber 19 to this injection opening 11 is then only possible to a limited extent, while the rest Injection openings 11 through fuel flow at the valve member tip 7 be supplied with fuel.
  • the additional annular groove 42 becomes part of the fuel into a tangential flow through the additional Ring groove 42 redirected so that the injection opening 11 on which the valve member 5 is too bad, from the beginning of the Sufficient opening stroke movement of fuel flows.
  • FIG. 3 shows a further exemplary embodiment of the fuel injection valve according to the invention.
  • the structure corresponds exactly to that shown in FIG. 2, but here longitudinal grooves 55 are arranged on the conical surface formed between the annular groove 35 and the additional annular groove 42, which connect the two annular grooves 35, 42 to one another.
  • the longitudinal grooves 55 run along surface lines of the conical surface formed between the ring grooves 35, 42.
  • These longitudinal grooves 55 provide a good inflow of fuel into the additional annular groove 42, particularly when the injection valve is only slightly open at the start of the opening stroke movement. If provision is made to arrange a plurality of longitudinal grooves 55 on the valve member tip 7, these are preferably distributed uniformly over the circumference of the valve member tip 7.
  • one or more longitudinal grooves 55 can also be made for one or more longitudinal grooves 55 to be inclined to the surface lines of the conical surface formed between the annular grooves 35, 42. As a result, the fuel flowing through the longitudinal grooves 55 into the additional annular groove 42 is given a tangential speed component and is rapidly distributed to all injection openings 11.
  • FIG 4 is another embodiment of an inventive Fuel injector shown.
  • the first Edge 38 of the additional annular groove 42 lies in the closed position the valve member 5 on the injection openings 11, so that the conical surface lying between the annular grooves 35, 42 partially covers the injection openings 11.
  • FIG. 6 shows a fuel injection valve according to the invention shown, in which the additional annular groove 42 clearly wider than the diameter of the injection openings 11 is formed and in the closed position of the valve member 5 the injection openings 11 are completely covered. That is it possible to cover several injection openings 11 that are not all on the same radial plane with respect to the longitudinal axis 50 of the valve member 5, but still from the additional Ring groove 42 covered in the closed position of the valve member 5 become.

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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

Stand der TechnikState of the art

Die Erfindung geht von einem Kraftstoffeinspritzventil für Brennkraftmaschinen aus, vorzugsweise selbstzündende Brennkraftmaschinen, nach der Gattung des Patentanspruchs 1 aus. Ein derartiges Kraftstoffeinspritzventil ist aus der Offenlegungsschrift WO 96/19661 bekannt. In einem Ventilkörper ist eine Sackbohrung ausgebildet, in der ein Ventilglied geführt ist. Das Ventilglied ist an seinem brennraumseitigen Abschnitt von einem Druckraum umgeben, der mit Kraftstoff unter hohem Druck befüllbar ist. An der brennraumzugewandten Bodenfläche der Sackbohrung ist ein konischer Ventilsitz ausgebildet. Darüber hinaus ist an der Bodenfläche wenigstens eine Einspritzöffnung angeordnet, die die Bohrung mit dem Brennraum verbindet.
Das Ventilglied kommt in Schließstellung mit der Ventilgliedspitze am Ventilsitz zur Anlage und verschließt so die Einspritzöffnungen gegen den Druckraum. An der Ventilgliedspitze sind zwei konische Flächen angeordnet, an deren Übergang eine umlaufende Ringnut ausgebildet ist, die den effektiven Sitzdurchmesser des Ventilgliedes definiert und bewirkt, daß sich der Öffnungsdruck des Kraftstoffs im Druckraum im Betrieb nicht ändert. Dies bewirkt eine konstante, reproduzierbare Einspritzmenge und damit eine optimale Verbrennung, solange sich das Ventilglied genau zentriert in der Bohrung bewegt.
Kommt es zu einer Desachsierung des Ventilgliedes, ist der Zulauf des Kraftstoffs aus dem Druckraum an den konischen Flächen der Ventilgliedspitze und der Dichtkante vorbei zu den Einspritzöffnungen nicht mehr symmetrisch. Die Einspritzöffnungen, zu denen hin das Ventilglied desachsiert ist, werden zu Beginn der Öffnungshubbewegung vom Ventilglied verdeckt, so daß kein oder nur sehr wenig Kraftstoff zu diesen fließen kann. Erst im Zuge der vollständigen Öffnungshubbewegung des Ventilgliedes werden auch die anfangs verdeckten Einspritzöffnungen freigegeben, und erst jetzt kann der Kraftstoff auch durch diese Einspritzöffnungen fließen. Als Folge davon ergibt sich eine Verringerung der gesamten, eingespritzten Kraftstoffmenge und damit ein Leistungsverlust der Brennkraftmaschine.
Weiter kommt es durch die ungleichmäßige Einspritzung in den Brennraum dazu, daß sich in einigen Bereichen des Brennraumvolumens ein mit Kraftstoff übersättigtes Luft-Kraftstoff-Gemisch bildet, während in anderen Bereichen zuwenig Kraftstoff im Verhältnis zur vorhandenen Luft ist. In den übersättigten Bereichen kommt es dadurch zu einer unvollständigen Verbrennung mit den bekannten, nachteiligen Folgen für die Schadstoffkonzentration im Abgas.The invention is based on a fuel injection valve for internal combustion engines, preferably self-igniting internal combustion engines, according to the preamble of claim 1. Such a fuel injection valve is known from published patent application WO 96/19661. A blind bore is formed in a valve body, in which a valve member is guided. The valve member is surrounded on its combustion chamber-side section by a pressure chamber which can be filled with fuel under high pressure. A conical valve seat is formed on the bottom surface of the blind bore facing the combustion chamber. In addition, at least one injection opening is arranged on the bottom surface, which connects the bore to the combustion chamber.
In the closed position, the valve member comes into contact with the valve member tip on the valve seat and thus closes the injection openings against the pressure chamber. At the valve member tip two conical surfaces are arranged, at the transition of which a circumferential annular groove is formed which defines the effective seat diameter of the valve member and has the effect that the opening pressure of the fuel in the pressure chamber does not change during operation. This results in a constant, reproducible injection quantity and thus optimal combustion, as long as the valve member is precisely centered in the bore.
If the valve member is not roofed, the fuel feed from the pressure chamber past the conical surfaces of the valve member tip and the sealing edge to the injection openings is no longer symmetrical. The injection orifices, towards which the valve member is unsecured, are covered by the valve member at the beginning of the opening stroke movement, so that little or no fuel can flow to them. Only in the course of the complete opening stroke movement of the valve member are the initially concealed injection openings released, and only now can the fuel also flow through these injection openings. As a result, there is a reduction in the total amount of fuel injected and thus a loss of performance of the internal combustion engine.
Furthermore, due to the uneven injection into the combustion chamber, an air-fuel mixture supersaturated with fuel is formed in some areas of the combustion chamber volume, while in other areas there is too little fuel in relation to the air present. In the supersaturated areas, this leads to incomplete combustion with the known, disadvantageous consequences for the pollutant concentration in the exhaust gas.

Vorteile der ErfindungAdvantages of the invention

Das erfindungsgemäße Kraftstoffeinspritzventil mit den kennzeichnenden Merkmalen des Patentanspruchs 1 hat demgegenüber den Vorteil, daß im Bereich der Einspritzöffnungen an der zweiten konischen Fläche der Ventilgliedspitze eine weitere umlaufende Ringnut ausgebildet ist, die den vom Druckraum zu den Einspritzöffnungen fließenden Kraftstoff schon zu Beginn der Öffnungshubbewegung auf alle Einspritzöffnungen verteilt. Ist das Ventilglied bei der Öffnungshubbewegung desachsiert auf eine Einspritzöffnung hin, so wird ein Teil des den übrigen Einspritzöffnungen zufließenden Kraftstoff in eine tangentiale Strömung durch die zusätzliche Ringnut umgeleitet und fließt so dieser Einspritzöffnung zu. Auf diese Weise ist ein ausreichender Zufluß von Kraftstoff zu allen Einspritzöffnungen gesichert, und es ergibt sich auch bei desachsiertem Ventilglied eine symmetrische Einspritzung durch sämtliche Einspritzöffnungen, und die oben genannten Nachteile einer ungleichmäßigen Einspritzung werden verhindert.
In einer vorteilhaften Ausgestaltung sind in der Konusfläche zwischen der Ringnut und der zusätzlichen Ringnut Längsnuten ausgebildet. Durch diese Längsnuten verteilt sich der Kraftstoff bei desachsiertem Ventilglied gleichmäßiger und schneller über alle Einspritzöffnungen.
In einer weiteren vorteilhaften Ausgestaltung sind die Längsnuten geneigt zu den Mantellinien der zwischen der Ringnut und der zusätzlichen Ringnut angeordneten Konusfläche ausgebildet. Dadurch ergibt sich im Bereich der Einspritzöffnungen ein tangentialer Kraftstoffstrom in der zusätzlichen Ringnut um das Ventilglied herum, was eine gleichmäßige Verteilung des Kraftstoffs auf die Binspritzöffnungen zusätzlich unterstützt.The fuel injection valve according to the invention with the characterizing features of claim 1 has the advantage that in the area of the injection openings on the second conical surface of the valve member tip, a further circumferential annular groove is formed, which already flows to the fuel flowing from the pressure chamber to the injection openings at the beginning of the opening stroke movement to all Injection openings distributed. If, during the opening stroke movement, the valve member is misaligned towards an injection opening, part of the fuel flowing to the other injection openings is diverted into a tangential flow through the additional annular groove and thus flows to this injection opening. In this way, a sufficient inflow of fuel to all the injection openings is ensured, and there is symmetrical injection through all the injection openings even with the valve element misaligned, and the above-mentioned disadvantages of uneven injection are prevented.
In an advantageous embodiment, longitudinal grooves are formed in the conical surface between the annular groove and the additional annular groove. With these longitudinal grooves, the fuel is distributed more evenly and quickly across all injection openings when the valve element is misaligned.
In a further advantageous embodiment, the longitudinal grooves are inclined to the surface lines of the conical surface arranged between the annular groove and the additional annular groove. This results in a tangential fuel flow in the additional annular groove around the valve member in the area of the injection openings, which additionally supports a uniform distribution of the fuel over the bin injection openings.

Weitere Vorteile und vorteilhafte Ausgestaltungen des Gegenstandes der Erfindung sind der Zeichnung, der Beschreibung des Ausführungsbeispiels und den Ansprüchen entnehmbar.Further advantages and advantageous configurations of the object the invention are the drawing, the description of the embodiment and the claims.

Zeichnungdrawing

Verschiedene Ausführungsbeispiele des erfindungsgemäßen Kraftstoffeinspritzventils sind in der Zeichnung dargestellt. Es zeigt Figur 1 ein Kraftstoffeinspritzventil im teilweisen Längsschnitt, Figur 2 eine vergrößerte Darstellung der Figur 1 im Bereich des Ventilsitzes und die Figuren 3, 4, 5 und 6 denselben Ausschnitt wie Figur 2 weiterer Ausführungsbeispiele.Different embodiments of the invention Fuel injection valve are shown in the drawing. 1 shows a fuel injection valve in partial longitudinal section, Figure 2 is an enlarged view 1 in the area of the valve seat and the figures 3, 4, 5 and 6 the same detail as Figure 2 of other embodiments.

Beschreibung des AusführungsbeispielsDescription of the embodiment

In Figur 1 ist ein Längsschnitt eines Kraftstoffeinspritzventils gezeigt. In einem Ventilkörper 1 ist eine Bohrung 3 angeordnet, die als Sackbohrung ausgeführt ist und deren geschlossenes Ende dem Brennraum zugewandt ist. An der Bodenfläche der Bohrung 3 ist ein konischer Ventilsitz 9 ausgebildet und wenigstens eine Einspritzöffnung 11, die die Bohrung 3 mit dem Brennraum verbindet. In der Bohrung 3 ist ein Ventilglied 5 angeordnet, das in einem brennraumabgewandten Abschnitt 105 in der Bohrung dichtend geführt ist. Das Ventilglied 5 verjüngt sich unter Bildung einer Druckschulter 13 zum Brennraum hin und geht in einen Ventilgliedschaft 205 über. Das brennraumseitige Ende des Ventilgliedes 5 bildet eine Ventilgliedspitze 7, die sich an den Ventilgliedschaft 205 anschließt und die sich zum Brennraum hin weiter verjüngt.
Die Druckschulter 13 des Ventilgliedes 5 ist in einem im Ventilkörper 1 ausgebildeten und das Ventilglied 5 umgebenden Druckraum 19 angeordnet, der sich dem Brennraum zu als ein das Ventilglied 5 umgebender Ringkanal fortsetzt und bis zum Ventilsitz 9 reicht. Der Druckraum 19 kann über einen im Ventilkörper 1 ausgebildeten Zulaufkanal 25 mit Kraftstoff unter hohem Druck befüllt werden.
Das Ventilglied 5 wird durch eine Schließkraft, die an der brennraumabgewandten Stirnseite des Ventilgliedes 5 angreift, mit der Mantelfläche der Ventilgliedspitze 7 gegen den Ventilsitz 9 gepreßt. Die Mantelfläche der Ventilgliedspitze 7 wirkt bei Anlage am Ventilsitz 9 so mit diesem zusammen, daß die Einspritzöffnungen 11 gegen den Druckraum 19 verschlossen werden. In dieser Schließstellung des Ventilgliedes 5 ist die Druckschulter 13 und ein Teil der Ventilgliedspitze 7 vom Kraftstoffdruck des Druckraums 19 beaufschlagt.In Figure 1, a longitudinal section of a fuel injection valve is shown. A bore 3 is arranged in a valve body 1, which is designed as a blind bore and the closed end of which faces the combustion chamber. A conical valve seat 9 is formed on the bottom surface of the bore 3 and at least one injection opening 11, which connects the bore 3 to the combustion chamber. A valve member 5 is arranged in the bore 3 and is sealingly guided in the bore in a section 105 facing away from the combustion chamber. The valve member 5 tapers towards the combustion chamber, forming a pressure shoulder 13, and merges into a valve member shaft 205. The combustion chamber end of the valve member 5 forms a valve member tip 7 which adjoins the valve member shaft 205 and which tapers further towards the combustion chamber.
The pressure shoulder 13 of the valve member 5 is arranged in a pressure chamber 19 formed in the valve body 1 and surrounding the valve member 5, which continues into the combustion chamber as an annular channel surrounding the valve member 5 and extends as far as the valve seat 9. The pressure chamber 19 can be filled with fuel under high pressure via an inlet channel 25 formed in the valve body 1.
The valve member 5 is pressed against the valve seat 9 with the lateral surface of the valve member tip 7 by a closing force which acts on the end of the valve member 5 facing away from the combustion chamber. The outer surface of the valve member tip 7 cooperates with the valve seat 9 so that the injection openings 11 are closed against the pressure chamber 19. In this closed position of the valve member 5, the pressure shoulder 13 and part of the valve member tip 7 are acted upon by the fuel pressure of the pressure chamber 19.

Die Schließkraft wird durch eine Vorrichtung erzeugt, die in einem in der Zeichnung nicht dargestellten Ventilhaltekörper angeordnet ist, der in Einbaulage des Kraftstoffeinspritzventils gegen die brennraumabgewandte Stirnseite des Ventilkörpers 1 verspannt ist. Diese Vorrichtung kann beispielsweise eine vorgespannte Feder sein, die zumindest mittelbar auf das Ventilglied 5 wirkt. Es kann auch vorgesehen sein, daß mehrere Federn im Ventilhaltekörper angeordnet sind, die die Schließkraft abhängig vom Hub des Ventilgliedes 5 einzeln oder gemeinsam erzeugen. Neben elastischen Elementen wie Federn kann die Schließkraft aber auch hydraulisch erzeugt werden, in dem beispielsweise ein Stellelement hydraulische bewegt zumindest mittelbar auf das Ventilglied 5 wirkt und es in Schließstellung beaufschlagt.The closing force is generated by a device that is in a valve holding body, not shown in the drawing is arranged in the installed position of the fuel injector against the end of the valve body facing away from the combustion chamber 1 is tense. This device can, for example be a preloaded spring, at least indirectly acts on the valve member 5. It can also be provided that several springs are arranged in the valve holding body the closing force depends on the stroke of the valve member 5 individually or generate together. In addition to elastic elements like springs, the closing force can also be generated hydraulically be in which, for example, an actuator hydraulic moves at least indirectly onto the valve member 5 acts and acts on it in the closed position.

Die Öffnungshubbewegung des Ventilgliedes 5 wird dadurch eingeleitet, daß der Kraftstoffdruck im Druckraum 19 durch Kraftstoffzufuhr aus dem Zulaufkanal 25 ansteigt. Dadurch erhöht sich die hydraulische Kraft auf die Druckschulter 13 und auf den vom Kraftstoff beaufschlagten Teil der Ventilgliedspitze 7, die eine resultierende Kraft auf das Ventilglied 5 in axialer Richtung bewirkt. übersteigt diese resultierende Kraft die Schließkraft, so hebt das Ventilglied 5 vom Ventilsitz 9 ab und Kraftstoff kann aus dem Druckraum 19 an der Ventilgliedspitze 7 vorbei zu den Einspritzöffnungen 11 fließen und von dort in den Brennraum gelangen. Fällt der Kraftstoffdruck im Druckraum 19 wieder ab, so daß die resultierende Kraft kleiner als die Schließkraft wird, so bewegt sich das Ventilglied 5 auf den Ventilsitz 9 zu, bis es dort zur Anlage kommt, die Einspritzöffnungen 11 verschließt und die Kraftstoffeinspritzung beendet.The opening stroke movement of the valve member 5 is thereby initiated that the fuel pressure in the pressure chamber 19 through Fuel supply from the inlet channel 25 increases. Thereby the hydraulic force increases on the pressure shoulder 13 and the part of the valve member tip acted upon by the fuel 7, the resulting force on the valve member 5 causes in the axial direction. exceeds this resulting Force the closing force, the valve member 5 lifts from the valve seat 9 and fuel can from the pressure chamber 19th past the valve member tip 7 to the injection openings 11 flow and from there into the combustion chamber. Does the fall Fuel pressure in the pressure chamber 19 again, so that the resulting Force less than the closing force is moved the valve member 5 towards the valve seat 9 until it is there comes to rest, closes the injection openings 11 and fuel injection stops.

In Figur 2 ist das Kraftstoffeinspritzventil im Bereich der Ventilgliedspitze 7 in Schließstellung des Ventilgliedes 5 vergrößert dargestellt. Der Ventilsitz 9 ist eine konische Fläche mit einem Konuswinkel γ, welcher vorzugsweise 50 bis 70 Grad beträgt. Am brennraumseitigen Ende geht der Ventilsitz 9 aus Herstellungsgründen in eine Ausbuchtung 48 über. Im Ventilsitz 9 ist wenigstens eine Einspritzöffnung 11 ausgebildet, die senkrecht zur Ventildichtfläche 9 oder auch zu dieser geneigt verläuft. Sind mehrere Einspritzöffnungen 11 vorgesehen, so sind diese nach Maßgabe des zu versorgenden Brennraums der Brennkraftmaschine vorzugsweise gleichmäßig über den Umfang des Ventilkörpers 1 verteilt. Die Einspritzöffnungen 11 können beispielsweise in einer gemeinsamen Radialebene zur Achse des Ventilgliedes 5 liegen, auf mehrere Radialebenen verteilt sein oder in einer zur Achse des Ventilgliedes 5 geneigten Ebene liegen.In Figure 2, the fuel injector is in the range of Valve element tip 7 in the closed position of valve element 5 shown enlarged. The valve seat 9 is a conical one Surface with a cone angle γ, which is preferably 50 to Is 70 degrees. The valve seat goes at the combustion chamber end 9 for manufacturing reasons in a bulge 48. At least one injection opening 11 is formed in the valve seat 9, the perpendicular to the valve sealing surface 9 or too this runs inclined. If there are several injection openings 11 provided, these are in accordance with the supply Combustion chamber of the internal combustion engine preferably evenly distributed over the circumference of the valve body 1. The injection ports 11 can, for example, in a common Radial plane to the axis of the valve member 5 are on several radial planes can be distributed or in one to the axis of the valve member 5 are inclined plane.

Der Ventilgliedschaft 205 geht an seinem brennraumseitigen Ende unter Bildung einer Zwischenkonusfläche 28 in die Ventilgliedspitze 7 über. Es kann auch vorgesehen sein, daß die Zwischenkonusfläche 28 entfällt und der Durchmesser des Ventilgliedschaftes 205 dem der Grundfläche der Ventilgliedspitze 7 entspricht. An der Ventilgliedspitze 7 ist eine erste Konusfläche 30 ausgebildet, die an den Ventilgliedschaft 205 grenzt und einen Konuswinkel α aufweist, der kleiner als der Konuswinkel γ des Ventilsitzes 9 ist. Dem Brennraum zugewandt schließt sich an die erste Konusfläche 30 eine zweite Konusfläche 32 an, die einen Konuswinkel β aufweist, der größer als der Konuswinkel γ des Ventilsitzes 9 ist. Zwischen der ersten Konusfläche 30 und dem Ventilsitz 9 wird so ein Differenzwinkel δ1 gebildet und zwischen der zweiten Konusfläche 32 und dem Ventilsitz 9 ein Differenzwinkel δ2. Die Differenzwinkel δ1,δ2 sind dabei vorzugsweise kleiner als 1,5 Grad. Am brennraumseitigen Ende ist das Ventilglied 5 unter Bildung einer Stirnfläche 52 abgeplattet, die in Schließstellung des Ventilgliedes 5 innerhalb der Ausbuchtung 48 angeordnet ist.The valve member stem 205 merges into the valve member tip 7 at its combustion chamber end, forming an intermediate cone surface 28. It can also be provided that the intermediate cone surface 28 is omitted and the diameter of the valve member stem 205 corresponds to that of the base surface of the valve member tip 7. A first cone surface 30 is formed on the valve member tip 7, which adjoins the valve member shaft 205 and has a cone angle α which is smaller than the cone angle γ of the valve seat 9. Facing the combustion chamber, the first conical surface 30 is adjoined by a second conical surface 32 which has a conical angle β which is greater than the conical angle γ of the valve seat 9. A difference angle δ 1 is thus formed between the first cone surface 30 and the valve seat 9 and a difference angle δ 2 between the second cone surface 32 and the valve seat 9. The difference angles δ 1 , δ 2 are preferably less than 1.5 degrees. At the end on the combustion chamber side, the valve member 5 is flattened to form an end face 52 which is arranged inside the bulge 48 in the closed position of the valve member 5.

Am Übergang der ersten 30 zur zweiten Konusfläche 32 ist eine umlaufende, in einer Radialebene zur Achse 50 des Ventilgliedes 5 verlaufende Ringnut 35 angeordnet. Dabei liegt die erste, bezüglich des Kraftstoffstroms zu den Einspritzöffnungen stromaufwärts gelegene Nutkante 38 auf der ersten Konusfläche 30, während die zweite, stromabwärts gelegene Nutkante 39 auf der zweiten Konusfläche 32 liegt. Dadurch kommt in Schließstellung des Ventilgliedes 5 die erste Nutkante 38 am Ventilsitz 9 zur Anlage und dichtet die Einspritzöffnungen 11 zum Druckraum 19 ab.
Durch die Schließkraft auf das Ventilglied 5 und die damit verbundene elastische Verformung der ersten Nutkante 38 und die vorzugsweise kleinen Differenzwinkel δ1,δ2 kommt zusätzlich auch die zweite Nutkante 39 in Schließstellung des Ventilgliedes 5 am Ventilsitz 9 zur Anlage. Dadurch erhöht sich die Auflagefläche und die Flächenpressungen am Ventilsitz 9 werden geringer.
An der zweiten Konusfläche 32 ist eine zusätzliche Ringnut 42 ausgebildet. Sie ist so angeordnet, daß sie die Einspritzöffnungen 11 in Schließstellung des Ventilgliedes 5 überdeckt. Die zusätzliche Ringnut 42 hat dabei einen Querschnitt, der vorzugsweise größer oder gleich dem Querschnitt einer Einspritzöffnung 11 ist, um einen ungedrosselten Kraftstofffluß in tangentialer Richtung in der zusätzlichen Ringnut 42 zu den Einspritzöffnungen 11 zu ermöglichen. Die Querschnittsform kann dabei kreisbogenförmig sein oder auch eine beliebige andere Form aufweisen, beispielsweise einen Polygonzug oder eine elliptische Bogenform.
Sind die Einspritzöffnungen 11 in einer gemeinsamen Radialebene bezüglich der Achse 50 des Ventilgliedes 5 angeordnet, so ist auch die zusätzliche Ringnut 42 in einer solchen Radialebene angeordnet. Sind hingegen die Einspritzöffnungen 11 in einer zur Radialebene geneigten Ebene angeordnet, so kann auch die zusätzliche Ringnut 42 entsprechend in einer geneigten Ebene verlaufen, um in Schließstellung alle Einspritzöffnungen 11 zu überdecken.At the transition from the first 30 to the second cone surface 32 there is a circumferential annular groove 35 which extends in a radial plane to the axis 50 of the valve member 5. The first groove edge 38 located upstream with respect to the fuel flow to the injection openings lies on the first cone surface 30, while the second groove edge 39 located downstream lies on the second cone surface 32. As a result, in the closed position of the valve member 5, the first groove edge 38 comes into contact with the valve seat 9 and seals the injection openings 11 from the pressure chamber 19.
Due to the closing force on the valve member 5 and the associated elastic deformation of the first groove edge 38 and the preferably small difference angle δ 1 , δ 2 , the second groove edge 39 also comes into contact with the valve seat 9 in the closed position of the valve member 5. This increases the contact surface and the surface pressures on the valve seat 9 are reduced.
An additional annular groove 42 is formed on the second cone surface 32. It is arranged so that it covers the injection openings 11 in the closed position of the valve member 5. The additional annular groove 42 has a cross section, which is preferably greater than or equal to the cross section of an injection opening 11, in order to enable an unthrottled fuel flow in the tangential direction in the additional annular groove 42 to the injection openings 11. The cross-sectional shape can be in the form of a circular arc or can also have any other shape, for example a polygon or an elliptical arc shape.
If the injection openings 11 are arranged in a common radial plane with respect to the axis 50 of the valve member 5, the additional annular groove 42 is also arranged in such a radial plane. If, on the other hand, the injection openings 11 are arranged in a plane inclined to the radial plane, the additional annular groove 42 can also run accordingly in an inclined plane in order to cover all the injection openings 11 in the closed position.

Die Funktionsweise der zusätzlichen Ringnut 42 ist wie folgt: Hebt das Ventilglied 5 durch die hydraulische Kraft vom Ventilsitz 9 ab, so kann es vorkommen, daß das Ventilglied 5 bezüglich der Achse der Bohrung 3 am Ventilsitz 9 auf eine Einspritzöffnung 11 zu desachsiert ist. Der Kraftstoffzufluß aus dem Druckraum 19 zu dieser Einspritzöffnung 11 ist dann nur eingeschränkt möglich, während die restlichen Einspritzöffnungen 11 durch Kraftstofffluß an der Ventilgliedspitze 7 vorbei mit Kraftstoff versorgt werden. Durch die zusätzliche Ringnut 42 wird ein Teil des Kraftstoffs in eine tangentiale Strömung durch die zusätzliche Ringnut 42 umgeleitet, so daß der Einspritzöffnung 11, auf die das Ventilglied 5 zu desachsiert ist, vom Beginn der Öffnungshubbewegung an Kraftstoff in ausreichendem Maße zufließt. Im Verlauf der weiteren Öffnungshubbewegung hebt das Ventilglied 5 mit der Ventilgliedspitze 7 soweit vom Ventilsitz 9 ab, daß eine Desachsierung nicht mehr wesentlich ins Gewicht fällt und ein Kraftstofffluß entlang der Mantellinien der Ventilgliedspitze 7 zu den Einspritzöffnungen 11 möglich ist. Durch diese Wirkung der zusätzlichen Ringnut 42 wird eine gleichmäßige Kraftstoffeinspritzung bereits zu Beginn der Öffnungshubbewegung sichergestellt, wodurch die Kraftstoffeinspritzung reproduzierbar und optimal abgestimmt auf den Betriebszustand der Brennkraftmaschine ablaufen kann.The operation of the additional annular groove 42 is like follows: Lifts the valve member 5 by the hydraulic force from the valve seat 9, it can happen that the valve member 5 with respect to the axis of the bore 3 on the valve seat 9 is roofed to an injection opening 11. The fuel flow from the pressure chamber 19 to this injection opening 11 is then only possible to a limited extent, while the rest Injection openings 11 through fuel flow at the valve member tip 7 be supplied with fuel. The additional annular groove 42 becomes part of the fuel into a tangential flow through the additional Ring groove 42 redirected so that the injection opening 11 on which the valve member 5 is too bad, from the beginning of the Sufficient opening stroke movement of fuel flows. This lifts in the course of the further opening stroke movement Valve member 5 with the valve member tip 7 as far from the valve seat 9 from that a desaching is no longer essential Weight drops and a flow of fuel along the surface lines the valve member tip 7 to the injection openings 11 possible is. Due to this effect of the additional annular groove 42 there is even fuel injection from the start the opening stroke movement ensured, which the Fuel injection reproducible and optimally coordinated run on the operating state of the internal combustion engine can.

In Figur 3 ist ein weiteres Ausführungsbeispiel des erfindungsgemäßen Kraftstoffeinspritzventils dargestellt. Der Aufbau entspricht genau dem in Figur 2 gezeigten, jedoch sind hier an der zwischen der Ringnut 35 und der zusätzlichen Ringnut 42 ausgebildeten Konusfläche Längsnuten 55 angeordnet, die die beiden Ringnuten 35,42 miteinander verbinden. Die Längsnuten 55 verlaufen dabei entlang von Mantellinien der zwischen den Ringnuten 35,42 ausgebildeten Konusfläche. Durch diese Längsnuten 55 ist - insbesondere bei nur leicht geöffnetem Einspritzventil zu Beginn der Öffnungshubbewegung - ein guter Zufluß von Kraftstoff in die zusätzliche Ringnut 42 gegeben. Wenn vorgesehen ist, mehrere Längsnuten 55 an der Ventilgliedspitze 7 anzuordnen, so sind diese vorzugsweise gleichmäßig über den Umfang der Ventilgliedspitze 7 verteilt.
Es kann alternativ dazu auch vorgesehen sein, eine oder mehrere Längsnuten 55 zu den Mantellinien der zwischen den Ringnuten 35,42 ausgebildeten Konusfläche geneigt auszubilden. Dadurch erhält der durch die Längsnuten 55 in die zusätzliche Ringnut 42 fließende Kraftstoff eine tangentiale Geschwindigkeitskomponente und verteilt sich rasch auf alle Einspritzöffnungen 11.FIG. 3 shows a further exemplary embodiment of the fuel injection valve according to the invention. The structure corresponds exactly to that shown in FIG. 2, but here longitudinal grooves 55 are arranged on the conical surface formed between the annular groove 35 and the additional annular groove 42, which connect the two annular grooves 35, 42 to one another. The longitudinal grooves 55 run along surface lines of the conical surface formed between the ring grooves 35, 42. These longitudinal grooves 55 provide a good inflow of fuel into the additional annular groove 42, particularly when the injection valve is only slightly open at the start of the opening stroke movement. If provision is made to arrange a plurality of longitudinal grooves 55 on the valve member tip 7, these are preferably distributed uniformly over the circumference of the valve member tip 7.
As an alternative to this, provision can also be made for one or more longitudinal grooves 55 to be inclined to the surface lines of the conical surface formed between the annular grooves 35, 42. As a result, the fuel flowing through the longitudinal grooves 55 into the additional annular groove 42 is given a tangential speed component and is rapidly distributed to all injection openings 11.

In Figur 4 ist ein weiteres Ausführungsbeispiel eines erfindungsgemäßen Kraftstoffeinspritzventils dargestellt. Die erste Kante 38 der zusätzlichen Ringnut 42 liegt in Schließstellung des Ventilgliedes 5 auf den Einspritzöffnungen 11, so daß die zwischen den Ringnuten 35,42 liegende Konusfläche die Einspritzöffnungen 11 zum Teil überdeckt.In Figure 4 is another embodiment of an inventive Fuel injector shown. The first Edge 38 of the additional annular groove 42 lies in the closed position the valve member 5 on the injection openings 11, so that the conical surface lying between the annular grooves 35, 42 partially covers the injection openings 11.

In Figur 5 ist die zusätzliche Ringnut 42 so an der ventilgliedspitze 7 angeordnet, daß sie in Schließstellung die Einspritzöffnungen 11 voll überdeckt. Hierdurch ergibt sich sofort nach dem Abheben des Ventilgliedspitze 7 vom Ventilsitz 9 eine verteilende Wirkung der zusätzlichen Ringnut 42.In Figure 5, the additional annular groove 42 is so on the valve member tip 7 arranged that they in the closed position Injection openings 11 fully covered. This results in immediately after lifting the valve member tip 7 from the valve seat 9 a distributing effect of the additional annular groove 42.

In Figur 6 ist ein erfindungsgemäßes Kraftstoffeinspritzventil dargestellt, bei dem die zusätzliche Ringnut 42 deutlich breiter als der Durchmesser der Einspritzöffnungen 11 ausgebildet ist und in Schließstellung des Ventilgliedes 5 die Einspritzöffnungen 11 voll überdeckt. Dadurch ist es möglich, mehrere Einspritzöffnungen 11 abzudecken, die nicht alle auf derselben Radialebene bezüglich der Längsachse 50 des Ventilgliedes 5 liegen, aber noch von der zusätzlichen Ringnut 42 in Schließstellung des Ventilgliedes 5 überdeckt werden.FIG. 6 shows a fuel injection valve according to the invention shown, in which the additional annular groove 42 clearly wider than the diameter of the injection openings 11 is formed and in the closed position of the valve member 5 the injection openings 11 are completely covered. That is it possible to cover several injection openings 11 that are not all on the same radial plane with respect to the longitudinal axis 50 of the valve member 5, but still from the additional Ring groove 42 covered in the closed position of the valve member 5 become.

Claims (12)

  1. Fuel injection valve for internal combustion engines, with a valve body (1), in which is arranged a bore (3), at the combustion-space-side end of which is formed a conical valve seat (9), in which are arranged at least two injection orifices (11) which connect the bore (3) to the combustion space, and with a valve member (5) which is guided in the bore (3) and which, by fuel acting with pressure upon a pressure surface (13) formed on the valve member (5), is movable axially counter to a closing force directed onto the valve seat (9) and which has a valve-member shank (205) which faces the valve seat (9) and between which and the wall of the bore (3) is formed a pressure space (19) capable of being filled with fuel, which valve member (5) has, at its combustion-space-side end, a valve-member tip (7) at which are formed a first conical surface (30) and a second conical surface (32) adjoining the first conical surface (30) on the combustion-space side, the cone angle (α) of the first conical surface (30) being smaller and the cone angle (β) of the second conical surface (32) larger than the cone angle (γ) of the valve seat (9), and with an annular groove (35) which runs around the valve-member tip (7) and of which the first groove edge (38) lies in a radial plane to the axis of the valve member (5) and on the first conical surface (30) and of which the second groove edge (39) lies in a radial plane to the axis of the valve member (5) and on the second conical surface (32), the first groove edge (38) of the annular groove (35) being formed as a sealing edge which, in the closing position of the valve member (5), comes to bear on the valve seat (9) upstream of the fuel flow to the injection orifices (11), characterized in that the second conical surface (32) of the valve-member tip (7) has formed on it an additional annular groove (42) which at least partially covers the injection orifices (11) both in the closing position and in the opening position of the valve member (5).
  2. Fuel injection valve according to Claim 1, characterized in that the cross section of the annular groove (42) is larger than or equal to the cross section of an injection orifice (11).
  3. Fuel injection valve according to Claim 1, characterized in that a first differential angle (δ1) lying between the first conical surface (30) and the valve seat (9) is smaller than a second differential angle (δ2) lying between the valve seat (9) and the second conical surface (32).
  4. Fuel injection valve according to Claim 3, characterized in that the first (δ1) and the second (δ2) differential angle amount to less than 1.5 degrees.
  5. Fuel injection valve according to Claim 1, characterized in that the cone angle (γ) of the valve seat (9) is 55 to 65 degrees, preferably about 60 degrees.
  6. Fuel injection valve according to Claim 1, characterized in that the groove edges (44; 46) of the additional annular groove (42) lie in planes which are radial to the valve-member axis (50) of the valve member (5).
  7. Fuel injection valve according to one of Claims 1 to 4, characterized in that, in the closing position of the valve member (5), the conical surface adjoining that groove edge (46) of the additional annular groove (42) which faces away from the combustion space partially overlaps the injection orifices (11).
  8. Fuel injection valve according to Claim 1, characterized in that the injection orifices (11) lie in a common radial plane with respect to the valve-member axis (50).
  9. Fuel injection valve according to Claim 1, characterized in that the groove edges (44; 46) of the additional annular groove (42) and the injection-orifice outlets lie in a plane inclined to the radial plane of the valve-member axis (50).
  10. Fuel injection valve according to one of the preceding claims, characterized in that on the conical surface arranged between the annular groove (35) and the additional annular groove (42) is formed at least one longitudinal groove (55) which connects the two annular grooves and which runs along generatrices of the second conical surface (32).
  11. Fuel injection valve according to Claim 10, characterized in that more than one longitudinal groove (55) are formed on the second conical surface (32) and are distributed uniformly over the circumference.
  12. Fuel injection valve according to Claim 10, characterized in that all or some of the longitudinal grooves (55) run at an inclination to the generatrices of the second conical surface (32).
EP01953120A 2000-06-27 2001-06-27 Fuel injection valve for internal combustion engines Expired - Lifetime EP1198672B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10031264 2000-06-27
DE10031264A DE10031264A1 (en) 2000-06-27 2000-06-27 Fuel injection valve for IC engines with even fuel supply to all injection openings even if valve member is misaligned
PCT/DE2001/002371 WO2002001066A1 (en) 2000-06-27 2001-06-27 Fuel injection valve for internal combustion engines

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EP1198672A1 EP1198672A1 (en) 2002-04-24
EP1198672B1 true EP1198672B1 (en) 2003-09-17

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US (1) US6892965B2 (en)
EP (1) EP1198672B1 (en)
JP (1) JP2004502075A (en)
KR (1) KR100772851B1 (en)
CN (1) CN1262758C (en)
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DE (2) DE10031264A1 (en)
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PL352634A1 (en) 2003-09-08
CN1383471A (en) 2002-12-04
US6892965B2 (en) 2005-05-17
US20020179743A1 (en) 2002-12-05
KR100772851B1 (en) 2007-11-02
DE50100641D1 (en) 2003-10-23
DE10031264A1 (en) 2002-01-17
EP1198672A1 (en) 2002-04-24
WO2002001066A1 (en) 2002-01-03
BR0106899A (en) 2002-04-30
CN1262758C (en) 2006-07-05
JP2004502075A (en) 2004-01-22
KR20020027568A (en) 2002-04-13

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