EP1422418B1 - Fuel injector for an internal combustion engine - Google Patents

Fuel injector for an internal combustion engine Download PDF

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Publication number
EP1422418B1
EP1422418B1 EP03011992A EP03011992A EP1422418B1 EP 1422418 B1 EP1422418 B1 EP 1422418B1 EP 03011992 A EP03011992 A EP 03011992A EP 03011992 A EP03011992 A EP 03011992A EP 1422418 B1 EP1422418 B1 EP 1422418B1
Authority
EP
European Patent Office
Prior art keywords
valve
valve needle
diameter
needle
seat
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
EP03011992A
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German (de)
French (fr)
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EP1422418A1 (en
Inventor
Wolfgang Stoecklein
Holger Rapp
Dietmar Schmieder
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Publication date
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Publication of EP1422418A1 publication Critical patent/EP1422418A1/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
    • 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
    • F02M61/042—The valves being provided with fuel passages
    • 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
    • F02M61/10—Other injectors with elongated valve bodies, i.e. of needle-valve type
    • F02M61/12—Other injectors with elongated valve bodies, i.e. of needle-valve type characterised by the provision of guiding or centring means for valve bodies
    • 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
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift

Definitions

  • the invention is based on a fuel injection valve for internal combustion engines, as known from the prior art.
  • a fuel injection valve for internal combustion engines, as known from the prior art.
  • the bore is delimited at its combustion-chamber-side end by a conical valve seat, from which at least one injection opening discharges, which opens into the combustion chamber of the internal combustion engine in the installation position of the fuel injection valve.
  • a piston-shaped valve needle is arranged longitudinally displaceably, which is guided in a central portion in the bore.
  • the valve needle has a substantially conical valve sealing surface, which cooperates with the valve seat and has an annular seat edge at its end remote from the combustion chamber.
  • a cylindrical portion is formed, between which flows and the wall of the bore fuel of at least one injection port.
  • the known fuel injection valve in this case has the disadvantage that the nozzle needle is a fairly rigid component.
  • the valve needle In the opening stroke movements of the valve needle,
  • the valve needle lifts from the valve seat and thereby releases the fuel flow to the injection port and then interrupts again by a longitudinal movement in the opposite direction, it comes by placing the valve needle on the valve seat to strong mechanical loads on the valve needle and the valve body. This promotes wear in the region of the valve seat, which over time can lead to a change in the opening dynamics of the valve needle.
  • the document US 5890660 shows a vertical needle for an injection valve with a seat edge on a conical surface, and a jump on the cylindrical portion.
  • the fuel injection valve according to the invention with the characterizing features of claim 1 has the advantage that the fuel injection valve has a better opening dynamics and the valve needle is movable faster in its longitudinal direction with otherwise unchanged components.
  • the cylindrical portion which is formed between the valve sealing surface and the guide portion, has a diameter which is larger than the diameter of the Wegmon, but at most 1.5 times.
  • the moving forces on the valve needle are determined by the seat diameter, since this defines the area which is acted upon by the hydraulic pressure in the pressure chamber and thereby generates a longitudinal force which is exerted on the cylindrical section of the valve needle.
  • valve needle on the one hand has a sufficiently high longitudinal elasticity in order to reduce the forces occurring when placed on the valve seat, so as to keep the wear small.
  • a diameter of the cylindrical portion is sufficient to ensure sufficient stability of the valve needle, so that there is no lateral buckling by the hydraulic force on the valve sealing surface.
  • At least one bevel is formed on the guide section, through which the fuel can flow between the wall of the bore and the valve needle through to the injection openings.
  • the cross section of the at least one bevel is in this case at least as large as the cross section of the annular gap, which is formed in the region of the cylindrical portion between the valve needle and the wall of the bore.
  • a circumferential groove is provided on the valve needle, which is arranged away from the combustion chamber to the guide portion and whose diameter corresponds at least approximately to the diameter of the cylindrical portion. Through this groove, the valve needle receives in this area a certain bending elasticity, so that it can come in case of misalignments to a balance within the valve needle and no increased friction between this and the wall of the hole can occur.
  • FIG. 1 a fuel injection valve according to the invention is shown in longitudinal section.
  • a bore 3 is formed, which has a conical valve seat 12 at its combustion chamber end. From the valve seat 12 go from a plurality of injection openings 16, which open in the installation position of the fuel injection valve in the combustion chamber of the internal combustion engine.
  • a piston-shaped valve needle 5 is arranged longitudinally displaceable, wherein the valve needle 5 is guided in a centrally arranged guide portion 205 in the bore 3. Starting from the guide section 205, the valve needle 5 tapers toward the valve seat 12 and, forming a pressure shoulder 7, merges into a cylindrical section 105.
  • valve sealing surface 14 comprises a first conical surface 21 and a second conical surface 22, between which an annular groove 23 extends.
  • the opening angle of the conical surfaces 21, 22 and the opening angle of the conical valve seat 12 are coordinated so that when conditioning the valve needle 5 on the conical valve seat 12, the boundary line, which is formed at the transition of the first conical surface 21 to the annular groove 23, as a sealing edge 18 on the valve seat 12 is present.
  • the valve needle 5 seals at installation on the valve seat 12 at the location of the seat edge 18, the injection openings 16 against the pressure chamber 10th
  • the bore 3 expands to form a spring chamber 25, in which the spring chamber 305 facing away from the combustion chamber of the valve needle 5 is arranged.
  • the combustion chamber facing away end portion of the valve needle 5 is bounded by a pressure sleeve 29, in which the valve needle 5 is guided.
  • the combustion chamber side facing away from the valve needle 5 and the pressure sleeve 29 define a control chamber 40, into which an inlet throttle 42 and an outlet throttle 44 open.
  • the control chamber 40 is connected to a high-pressure chamber and connected via the outlet throttle 44 with a leakage oil space.
  • the pressure in the control chamber 40 can be increased or decreased, so that the hydraulic force on the combustion chamber facing away from the end of the valve needle 5 changes accordingly.
  • a spring portion 305 of the valve needle 5 surrounding closing spring 27 is arranged under pressure bias, wherein the closing spring 27 as a screw pressure error is trained. Since the pressure sleeve 29 is supported on the adjoining the valve body 1 valve holding body, a force is exerted in the longitudinal direction of the valve needle 5 by the closing spring 27, which acts on them in the direction of the valve seat 12.
  • a groove 37 is formed on the valve needle 5, so that the diameter of the valve needle 5 at this point at least approximately corresponds to the diameter D Z of the cylindrical portion 105.
  • a plurality of poles 20 are formed on the valve needle 5, of which in this embodiment four are arranged distributed over the circumference.
  • the bevels 20 allow a fuel flow between the guide portion 205 and the wall of the bore 3 and are formed so that the entire cross section of the polished sections 20 at least approximately corresponds to the cross section of the pressure chamber 10 which is formed in the region of the cylindrical portion 105.
  • the fuel supply for the pressure chamber 10 via a, not shown in the drawing, inlet bore into the spring chamber 25, from where the fuel flows through the polished sections 20 in the pressure chamber 10.
  • the operation of the fuel injection valve is as follows: The spring chamber 25 and thus also the pressure chamber 10 is constantly acted upon by fuel under high pressure. Initially, the valve needle 5 is in its closed position, ie it lies with its valve sealing surface 14 on the valve seat 12. The valve needle 5 is held by the pressure in the control chamber 40, which corresponds to the pressure in the pressure chamber 10, in this position and thus closes the injection ports 16. By opening the outlet throttle 44, the pressure in the control chamber 40 decreases and thus also the hydraulic force Now the hydraulic force on the valve needle 5, as it is exerted by the pressure in the pressure chamber 10 on the valve needle 5, in particular on the pressure shoulder 7 and the first conical surface 21.
  • the valve needle 5 Powered by the hydraulic force moves The valve needle 5 away from the valve seat 12 and thus allows a fuel flow from the pressure chamber 10 between the valve sealing surface 14 and the valve seat 12 through to the injection ports 16.
  • the closing spring 27 plays in this process only a minor role, since the hydraulic forces due to the very high injection pressure of sometimes significantly more than 100 MPa over the force of the closing spring 27 clearly predominantly.
  • the closing spring 27 is mainly used to keep the valve needle 5 with the internal combustion engine switched off in its closed position.
  • valve needle 5 Since in modern, high-speed internal combustion engines, the speeds of up to 4500 revolutions per minute very rapidly successive injections are necessary, the valve needle 5 must be moved in a very short time from its closed position to the open position. To accelerate the longitudinal movement of the valve needle 5, either the forces can be increased or the mass of the valve needle 5 can be lowered. In addition, it must be taken into account that, in the case of a very rapid movement of the valve needle 5 and correspondingly violent placement on the valve seat 12, severe deformations and vibrations in the valve needle 5 occur which lead to increased wear between the valve sealing surface 14 and the valve seat 12.
  • the cylindrical portion 105 is tapered so far that the diameter D Z corresponds to 1.0 to 1.5 times the diameter of the seat diameter, ie the diameter D of the annular seat edge 18.
  • the resulting increased longitudinal elasticity reduces dynamic Power spraying when placing the valve needle 5 on the valve seat 12 and thus reduces the wear.
  • This ratio of the diameter D Z of the cylindrical portion 105 to the seat diameter D of the seat edge 18 has been found to be particularly advantageous because the longitudinal elasticity of the cylindrical portion 105 is optimal for a given range of hydraulic force on the valve sealing surface 14, in that the longitudinal elasticity neither too high nor too low, on the one hand a To achieve good vibration damping and on the other hand to avoid destabilization of the valve needle 5 by a small diameter.
  • the transverse rigidity is inevitably reduced.
  • the groove 37 which specifically reduces the flexural rigidity of the valve needle 5 at this point. Should there be a slight misalignment of the valve needle 5 in the region of the cylindrical portion 105, it may due to the groove 37 come to a balance and thus not increased friction in the spring sleeve 29. This also reduces the transverse forces in the region of the guide portion 205 and thus the friction in this area.
  • the annular groove 21 is omitted on the valve sealing surface 14 and the first conical surface 21 directly adjoins the second conical surface 22.
  • the seat edge 18 is formed in this case at the transition of the two conical surfaces 21, 22.
  • the valve sealing surface 14 is formed by a single, continuous conical surface. The seat edge 18 is then formed at the transition of the cylindrical portion 105 to the valve sealing surface 14, which requires that the opening angle of the valve sealing surface 14 must be greater than the opening angle of the conical valve seat 12.

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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, wie es aus dem Stand der Technik bekannt ist. So zeigt beispielsweise die DE 100 24 703 A1 ein Kraftstoffeinspritzventil, das einen Ventilkörper mit einer darin ausgebildeten Bohrung aufweist. Die Bohrung ist an ihrem brennraumseitigen Ende von einem konischen Ventilsitz begrenzt, von welchem wenigstens eine Einspritzöffnung abgeht, die in Einbaulage des Kraftstoffeinspritzventils in den Brennraum der Brennkraftmaschine mündet. In der Bohrung ist eine kolbenförmige Ventilnadel längsverschiebbar angeordnet, die in einem mittleren Abschnitt in der Bohrung geführt ist. An ihrem brennraumseitigen Ende weist die Ventilnadel eine im wesentlichen konische Ventildichtfläche auf, die mit dem Ventilsitz zusammenwirkt und an ihrem, dem Brennraum abgewandten Ende eine ringförmige Sitzkante aufweist. Zwischen der Ventildichtfläche und dem Führungsabschnitt der Ventilnadel ist ein zylindrischer Abschnitt ausgebildet, zwischen dem und der Wand der Bohrung Kraftstoff der wenigstens einen Einspritzöffnung zuströmt.The invention is based on a fuel injection valve for internal combustion engines, as known from the prior art. For example, shows the DE 100 24 703 A1 a fuel injection valve having a valve body with a bore formed therein. The bore is delimited at its combustion-chamber-side end by a conical valve seat, from which at least one injection opening discharges, which opens into the combustion chamber of the internal combustion engine in the installation position of the fuel injection valve. In the bore, a piston-shaped valve needle is arranged longitudinally displaceably, which is guided in a central portion in the bore. At its combustion chamber end, the valve needle has a substantially conical valve sealing surface, which cooperates with the valve seat and has an annular seat edge at its end remote from the combustion chamber. Between the valve sealing surface and the guide portion of the valve needle, a cylindrical portion is formed, between which flows and the wall of the bore fuel of at least one injection port.

Das bekannte Kraftstoffeinspritzventil weist hierbei jedoch den Nachteil auf, dass die Düsennadel ein recht steifes Bauelement darstellt. Bei den Öffnungshubbewegungen der Ventilnadel, also wenn die Ventilnadel vom Ventilsitz abhebt und hierdurch den Kraftstoffzufluss zu den Einspritzöffnung freigibt und anschließend wieder durch eine Längsbewegung in die Gegenrichtung unterbricht, kommt es durch das Aufsetzen der Ventilnadel auf den Ventilsitz zu starken mechanischen Belastungen der Ventilnadel und des Ventilkörpers. Dies begünstigt den Verschleiß im Bereich des Ventilsitzes, was mit der Zeit zu einer Änderung der Öffnungsdynamik der Ventilnadel führen kann.However, the known fuel injection valve in this case has the disadvantage that the nozzle needle is a fairly rigid component. In the opening stroke movements of the valve needle, Thus, when the valve needle lifts from the valve seat and thereby releases the fuel flow to the injection port and then interrupts again by a longitudinal movement in the opposite direction, it comes by placing the valve needle on the valve seat to strong mechanical loads on the valve needle and the valve body. This promotes wear in the region of the valve seat, which over time can lead to a change in the opening dynamics of the valve needle.

Das Dokument US 5890660 zeigt ein Vertikalnadel für ein Einspritzventil mit einer Sitzkante auf einer Konusfläche, und einer Aussprung auf den cylindrischen Abschnitt.The document US 5890660 shows a vertical needle for an injection valve with a seat edge on a conical surface, and a jump on the cylindrical portion.

Vorteile der ErfindungAdvantages of the invention

Das erfindungsgemäße Kraftstoffeinspritzventil mit den kennzeichnenden Merkmalen des Patentanspruchs 1 weist demgegenüber den Vorteil auf, dass das Kraftstoffeinspritzventil eine bessere Öffnungsdynamik aufweist und die Ventilnadel bei sonst unveränderten Komponenten schneller in ihrer Längsrichtung bewegbar ist. Hierzu weist der zylindrische Abschnitt, der zwischen der Ventildichtfläche und dem Führungsabschnitt ausgebildet ist, einen Durchmesser auf, der größer als der Durchmesser der Sitzkannte ist, jedoch höchstens das 1,5-fache beträgt. Die bewegenden Kräfte auf die Ventilnadel bestimmen sich unter anderem über den Sitzdurchmesser, da hierdurch die Fläche festgelegt wird, die vom hydraulischen Druck im Druckraum beaufschlagt wird und dadurch eine Längskraft erzeugt, die auf den zylindrischen Abschnitt der Ventilnadel ausgeübt wird. Durch eine geeignete Abstimmung des Sitzdurchmessers auf den Durchmesser des zylindrischen Abschnitts lässt sich erreichen, dass die Ventilnadel einerseits eine genügend hohe Längselastizität aufweist, um die auftretende Kräfte beim Aufsetzen auf den Ventilsitz zu reduzieren, um so den Verschleiß klein zu halten. Andererseits ist ein solcher Durchmesser des zylindrischen Abschnitts ausreichend, um eine ausreichende Stabilität der Ventilnadel zu gewährleisten, damit es nicht zu einem seitlichen Ausknicken durch die hydraulische Kraft auf die Ventildichtfläche kommt.In contrast, the fuel injection valve according to the invention with the characterizing features of claim 1 has the advantage that the fuel injection valve has a better opening dynamics and the valve needle is movable faster in its longitudinal direction with otherwise unchanged components. For this purpose, the cylindrical portion, which is formed between the valve sealing surface and the guide portion, has a diameter which is larger than the diameter of the Sitzkannte, but at most 1.5 times. Among other things, the moving forces on the valve needle are determined by the seat diameter, since this defines the area which is acted upon by the hydraulic pressure in the pressure chamber and thereby generates a longitudinal force which is exerted on the cylindrical section of the valve needle. By a suitable vote of the seat diameter on the diameter of the cylindrical portion can be achieved that the valve needle on the one hand has a sufficiently high longitudinal elasticity in order to reduce the forces occurring when placed on the valve seat, so as to keep the wear small. On the other hand, such a diameter of the cylindrical portion is sufficient to ensure sufficient stability of the valve needle, so that there is no lateral buckling by the hydraulic force on the valve sealing surface.

Durch die Unteransprüche sind vorteilhafte Weiterbildungen des Gegenstandes der Erfindungen möglich.The subclaims advantageous developments of the subject invention are possible.

In einer ersten vorteilhaften Ausgestaltung ist am Führungsabschnitt wenigstens ein Anschliff ausgebildet, durch den der Kraftstoff zwischen der Wand der Bohrung und der Ventilnadel hindurch zu den Einspritzöffnungen strömen kann. Der Querschnitt des wenigstens einen Anschliffs ist hierbei mindestens so groß wie der Querschnitt des Ringspalts, der im Bereich des zylindrischen Abschnitts zwischen der Ventilnadel und der Wand der Bohrung ausgebildet ist. Hierdurch drosselt der Führungsabschnitt auch bei einem relativ kleinen Durchmesser des zylindrischen Abschnitts den Kraftstoffzufluss zu der wenigstens einen Einspritzöffnung nicht.In a first advantageous embodiment, at least one bevel is formed on the guide section, through which the fuel can flow between the wall of the bore and the valve needle through to the injection openings. The cross section of the at least one bevel is in this case at least as large as the cross section of the annular gap, which is formed in the region of the cylindrical portion between the valve needle and the wall of the bore. As a result, even with a relatively small diameter of the cylindrical section, the guide section does not throttle the fuel flow to the at least one injection opening.

In einer weiteren vorteilhaften Ausgestaltung ist an der Ventilnadel eine umlaufende Auskehlung vorgesehen, die brennraumabgewandt zum Führungsabschnitt angeordnet ist und deren Durchmesser zumindest annähernd dem Durchmesser des zylindrischen Abschnitts entspricht. Durch diese Auskehlung erhält die Ventilnadel in diesem Bereich eine gewisse Biegeelastizität, so dass es bei Fehlstellungen zu einem Ausgleich innerhalb der Ventilnadel kommen kann und keine erhöhte Reibung zwischen dieser und der Wand der Bohrung auftreten kann.In a further advantageous embodiment, a circumferential groove is provided on the valve needle, which is arranged away from the combustion chamber to the guide portion and whose diameter corresponds at least approximately to the diameter of the cylindrical portion. Through this groove, the valve needle receives in this area a certain bending elasticity, so that it can come in case of misalignments to a balance within the valve needle and no increased friction between this and the wall of the hole can occur.

Weitere Vorteile und vorteilhafte Ausgestaltungen des Gegenstandes der Erfindung sind der Beschreibung und den Zeichnungen entnehmbar.Further advantages and advantageous embodiments of the subject matter of the invention can be taken from the description and the drawings.

Zeichnungdrawing

In der Zeichnung ist ein erfindungsgemäßes Kraftstoffeinspritzventil dargestellt. Es zeigt

Figur 1
ein Kraftstoffeinspritzventil im Längsschnitt und
Figur 2
eine vergrößerte Darstellung von Figur 1 im Bereich des Ventilsitzes.
In the drawing, an inventive fuel injection valve is shown. It shows
FIG. 1
a fuel injector in longitudinal section and
FIG. 2
an enlarged view of FIG. 1 in the area of the valve seat.

Beschreibung des AusführungsbeispielsDescription of the embodiment

In Figur 1 ist ein erfindungsgemäßes Kraftstoffeinspritzventil im Längsschnitt dargestellt. In einem Ventilkörper 1 ist eine Bohrung 3 ausgebildet, die an ihrem brennraumseitigen Ende einen konischen Ventilsitz 12 aufweist. Vom Ventilsitz 12 gehen mehrere Einspritzöffnungen 16 ab, die in Einbaulage des Kraftstoffeinspritzventils in den Brennraum der Brennkraftmaschine münden. In der Bohrung 3 ist eine kolbenförmige Ventilnadel 5 längsverschiebbar angeordnet, wobei die Ventilnadel 5 in einem mittig angeordneten Führungsabschnitt 205 in der Bohrung 3 geführt ist. Ausgehend vom Führungsabschnitt 205 verjüngt sich die Ventilnadel 5 dem Ventilsitz 12 zu und geht unter Bildung einer Druckschulter 7 in einen zylindrischen Abschnitt 105 über. Zwischen der Ventilnadel 5 und der Wand der Bohrung 3 ist ein Druckraum 10 ausgebildet, durch den Kraftstoff in die Einspritzöffnungen 16 zufließen kann. Das brennraumseitige Ende der Ventilnadel 5 ist als eine Ventildichtfläche 14 ausgebildet, wobei Figur 2 eine Vergrößerung von Figur 1 im Bereich der Ventildichtfläche 14 zeigt. Die Ventildichtfläche 14 umfasst eine erste Konusfläche 21 und eine zweite Konusfläche 22, zwischen denen eine Ringnut 23 verläuft. Die Öffnungswinkel der Konusflächen 21, 22 und der Öffnungswinkel des konischen Ventilsitzes 12 sind so aufeinander abgestimmt, dass bei Anlage der Ventilnadel 5 am konischen Ventilsitz 12 die Grenzlinie, die am Übergang der ersten Konusfläche 21 zur Ringnut 23 ausgebildet ist, als Dichtkante 18 am Ventilsitz 12 anliegt. Die Ventilnadel 5 dichtet bei Anlage am Ventilsitz 12 an der Stelle der Sitzkante 18 die Einspritzöffnungen 16 gegen den Druckraum 10.In FIG. 1 a fuel injection valve according to the invention is shown in longitudinal section. In a valve body 1, a bore 3 is formed, which has a conical valve seat 12 at its combustion chamber end. From the valve seat 12 go from a plurality of injection openings 16, which open in the installation position of the fuel injection valve in the combustion chamber of the internal combustion engine. In the bore 3, a piston-shaped valve needle 5 is arranged longitudinally displaceable, wherein the valve needle 5 is guided in a centrally arranged guide portion 205 in the bore 3. Starting from the guide section 205, the valve needle 5 tapers toward the valve seat 12 and, forming a pressure shoulder 7, merges into a cylindrical section 105. Between the valve needle 5 and the wall of the bore 3, a pressure chamber 10 is formed, can flow through the fuel into the injection ports 16. The combustion chamber-side end of the valve needle 5 is formed as a valve sealing surface 14, wherein FIG. 2 an enlargement of FIG. 1 in the region of the valve sealing surface 14 shows. The valve sealing surface 14 comprises a first conical surface 21 and a second conical surface 22, between which an annular groove 23 extends. The opening angle of the conical surfaces 21, 22 and the opening angle of the conical valve seat 12 are coordinated so that when conditioning the valve needle 5 on the conical valve seat 12, the boundary line, which is formed at the transition of the first conical surface 21 to the annular groove 23, as a sealing edge 18 on the valve seat 12 is present. The valve needle 5 seals at installation on the valve seat 12 at the location of the seat edge 18, the injection openings 16 against the pressure chamber 10th

Im brennraumabgewandten Endbereich erweitert sich die Bohrung 3 zu einem Federraum 25, in dem der brennraumabgewandte Federabschnitt 305 der Ventilnadel 5 angeordnet ist. Der brennraumabgewandte Endabschnitt der Ventilnadel 5 wird von einer Druckhülse 29 begrenzt, in der die Ventilnadel 5 geführt ist. Die brennraumabgewandte Stirnseite der Ventilnadel 5 und die Druckhülse 29 begrenzen einen Steuerraum 40, in den eine Zulaufdrossel 42 und eine Ablaufdrossel 44 münden. Über die Zulaufdrossel 42 ist der Steuerraum 40 mit einem Hochdruckraum verbunden und über die Ablaufdrossel 44 mit einem Leckölraum verbindbar. Durch das Auf- und Zusteuern der Ablaufdrossel 44 lässt sich der Druck im Steuerraum 40 erhöhen oder absenken, so dass sich auch die hydraulische Kraft auf die brennraumabgewandte Stirnseite der Ventilnadel 5 entsprechend ändert. Zwischen der Druckhülse 29 und einem Stützring 32, der die Ventilnadel 5 ebenfalls umgibt und sich an einem, an der Ventilnadel 5 ausgebildeten Ringabsatz 34 abstützt, ist eine den Federabschnitt 305 der Ventilnadel 5 umgebende Schließfeder 27 unter Druckvorspannung angeordnet, wobei die Schließfeder 27 als Schraubendruckfehler ausgebildet ist. Da sich die Druckhülse 29 an den an den Ventilkörper 1 angrenzenden Ventilhaltekörper abstützt, wird durch die Schließfeder 27 eine Kraft in Längsrichtung auf die Ventilnadel 5 ausgeübt, die diese in Richtung des Ventilsitzes 12 beaufschlagt.In the end region remote from the combustion chamber, the bore 3 expands to form a spring chamber 25, in which the spring chamber 305 facing away from the combustion chamber of the valve needle 5 is arranged. The combustion chamber facing away end portion of the valve needle 5 is bounded by a pressure sleeve 29, in which the valve needle 5 is guided. The combustion chamber side facing away from the valve needle 5 and the pressure sleeve 29 define a control chamber 40, into which an inlet throttle 42 and an outlet throttle 44 open. About the inlet throttle 42, the control chamber 40 is connected to a high-pressure chamber and connected via the outlet throttle 44 with a leakage oil space. By the opening and closing of the outlet throttle 44, the pressure in the control chamber 40 can be increased or decreased, so that the hydraulic force on the combustion chamber facing away from the end of the valve needle 5 changes accordingly. Between the pressure sleeve 29 and a support ring 32 which also surrounds the valve needle 5 and is supported on a, formed on the valve needle 5 annular shoulder 34, a spring portion 305 of the valve needle 5 surrounding closing spring 27 is arranged under pressure bias, wherein the closing spring 27 as a screw pressure error is trained. Since the pressure sleeve 29 is supported on the adjoining the valve body 1 valve holding body, a force is exerted in the longitudinal direction of the valve needle 5 by the closing spring 27, which acts on them in the direction of the valve seat 12.

Zwischen dem Ringabsatz 34 und dem Führungsabschnitt 205 ist an der Ventilnadel 5 eine Auskehlung 37 ausgebildet, so dass der Durchmesser der Ventilnadel 5 an dieser Stelle zumindest näherungsweise den Durchmesser DZ des zylindrischen Abschnitts 105 entspricht. Am Führungsabschnitt 205 sind an der Ventilnadel 5 mehrere Anschliffe 20 ausgebildet, von denen in diesem Ausführungsbeispiel vier über den Umfang verteilt angeordnet sind. Die Anschliffe 20 ermöglichen einen Kraftstofffluss zwischen dem Führungsabschnitt 205 und der Wand der Bohrung 3 und sind so ausgebildet, dass der gesamte Querschnitt der Anschliffe 20 zumindest näherungsweise dem Querschnitt des Druckraums 10 entspricht, der im Bereich des zylindrischen Abschnitts 105 ausgebildet ist. Die Kraftstoffzufuhr für den Druckraum 10 erfolgt über eine, in der Zeichnung nicht dargestellte, Zulaufbohrung in den Federraum 25, von wo aus der Kraftstoff durch die Anschliffe 20 in den Druckraum 10 strömt.Between the annular shoulder 34 and the guide portion 205, a groove 37 is formed on the valve needle 5, so that the diameter of the valve needle 5 at this point at least approximately corresponds to the diameter D Z of the cylindrical portion 105. At the guide portion 205 a plurality of poles 20 are formed on the valve needle 5, of which in this embodiment four are arranged distributed over the circumference. The bevels 20 allow a fuel flow between the guide portion 205 and the wall of the bore 3 and are formed so that the entire cross section of the polished sections 20 at least approximately corresponds to the cross section of the pressure chamber 10 which is formed in the region of the cylindrical portion 105. The fuel supply for the pressure chamber 10 via a, not shown in the drawing, inlet bore into the spring chamber 25, from where the fuel flows through the polished sections 20 in the pressure chamber 10.

Die Funktionsweise des Kraftstoffeinspritzventils ist wie folgt:
Der Federraum 25 und damit auch der Druckraum 10 wird ständig mit Kraftstoff unter hohem Druck beaufschlagt. Anfänglich ist die Ventilnadel 5 in ihrer Schließstellung, d.h. sie liegt mit ihrer Ventildichtfläche 14 am Ventilsitz 12 auf. Die Ventilnadel 5 wird durch den Druck im Steuerraum 40, der dem Druck im Druckraum 10 entspricht, in dieser Stellung gehalten und verschließt so die Einspritzöffnungen 16. Durch das Öffnen der Ablaufdrossel 44 sinkt der Druck im Steuerraum 40 ab und damit auch die hydraulische Kraft auf die brennraumabgewandte Stirnseite der Ventilnadel 5. Jetzt überwiegt die hydraulische Kraft auf die Ventilnadel 5, wie sie durch den Druck im Druckraum 10 auf die Ventilnadel 5 ausgeübt wird, insbesondere auf die Druckschulter 7 und die erste Konusfläche 21. Angetrieben durch die hydraulische Kraft bewegt sich die Ventilnadel 5 vom Ventilsitz 12 weg und ermöglicht so einen Kraftstofffluss aus dem Druckraum 10 zwischen der Ventildichtfläche 14 und dem Ventilsitz 12 hindurch zu den Einspritzöffnungen 16. Durch das Verschließen an der Ablaufdrossel 44 und den nachströmenden Kraftstoff durch die Zulaufdrossel 42 baut sich nach erfolgter Einspritzung erneut ein Kraftstoffdruck in dem Steuerraum 40 auf, der die Ventilnadel 5 zurück in ihre Schließstellung drückt. Die Schließfeder 27 spielt bei diesem Vorgang nur eine untergeordnete Rolle, da die hydraulischen Kräfte aufgrund des sehr hohen Einspritzdrucks von teilweise deutlich mehr als 100 MPa gegenüber der Kraft der Schließfeder 27 deutlich überwiegend. Die Schließfeder 27 dient hauptsächlich dazu, die Ventilnadel 5 bei ausgeschalteter Brennkraftmaschine in ihrer Schließstellung zu halten.The operation of the fuel injection valve is as follows:
The spring chamber 25 and thus also the pressure chamber 10 is constantly acted upon by fuel under high pressure. Initially, the valve needle 5 is in its closed position, ie it lies with its valve sealing surface 14 on the valve seat 12. The valve needle 5 is held by the pressure in the control chamber 40, which corresponds to the pressure in the pressure chamber 10, in this position and thus closes the injection ports 16. By opening the outlet throttle 44, the pressure in the control chamber 40 decreases and thus also the hydraulic force Now the hydraulic force on the valve needle 5, as it is exerted by the pressure in the pressure chamber 10 on the valve needle 5, in particular on the pressure shoulder 7 and the first conical surface 21. Powered by the hydraulic force moves The valve needle 5 away from the valve seat 12 and thus allows a fuel flow from the pressure chamber 10 between the valve sealing surface 14 and the valve seat 12 through to the injection ports 16. By closing on the outlet throttle 44 and the inflowing fuel through the inlet throttle 42 builds up after injection again a fuel pressure in the control room 40, the valve needle 5 back to its closed position suppressed. The closing spring 27 plays in this process only a minor role, since the hydraulic forces due to the very high injection pressure of sometimes significantly more than 100 MPa over the force of the closing spring 27 clearly predominantly. The closing spring 27 is mainly used to keep the valve needle 5 with the internal combustion engine switched off in its closed position.

Da bei modernen, schnelllaufenden Brennkraftmaschinen die Drehzahlen von bis 4500 Umdrehungen pro Minute sehr rasch aufeinanderfolgende Einspritzungen nötig sind, muss die Ventilnadel 5 in sehr kurzer Zeit von ihrer Schließstellung in die Öffnungsstellung bewegt werden. Um die Längsbewegung der Ventilnadel 5 zu beschleunigen, können entweder die Kräfte erhöht oder die Masse der Ventilnadel 5 erniedrigt werden. Darüber hinaus muss berücksichtigt werden, dass bei einer sehr schnellen Bewegung der Ventilnadel 5 und entsprechend heftigem Aufsetzen auf den Ventilsitz 12 starke Verformungen und Schwingungen in der Ventilnadel 5 auftreten, die zu einem erhöhten Verschleiß zwischen Ventildichtfläche 14 und Ventilsitz 12 führen. Aus diesen Gründen ist beim erfindungsgemäßen Kraftstoffeinspritzventil der zylindrische Abschnitt 105 soweit verjüngt, dass der Durchmesser DZ dem 1,0- bis 1,5-fachen Durchmesser des Sitzdurchmessers entspricht, also dem Durchmesser D der ringförmigen Sitzkante 18. Die dadurch vergrößerte Längselastizität verringert dynamische Kraftspritzen beim Aufsetzen der Ventilnadel 5 auf den Ventilsitz 12 und vermindert so den Verschleiß.Since in modern, high-speed internal combustion engines, the speeds of up to 4500 revolutions per minute very rapidly successive injections are necessary, the valve needle 5 must be moved in a very short time from its closed position to the open position. To accelerate the longitudinal movement of the valve needle 5, either the forces can be increased or the mass of the valve needle 5 can be lowered. In addition, it must be taken into account that, in the case of a very rapid movement of the valve needle 5 and correspondingly violent placement on the valve seat 12, severe deformations and vibrations in the valve needle 5 occur which lead to increased wear between the valve sealing surface 14 and the valve seat 12. For these reasons, in the fuel injection valve according to the invention, the cylindrical portion 105 is tapered so far that the diameter D Z corresponds to 1.0 to 1.5 times the diameter of the seat diameter, ie the diameter D of the annular seat edge 18. The resulting increased longitudinal elasticity reduces dynamic Power spraying when placing the valve needle 5 on the valve seat 12 and thus reduces the wear.

Dieses Verhältnis des Durchmessers DZ des zylindrischen Abschnitts 105 zum Sitzdurchmesser D der Sitzkante 18 hat sich als besonders vorteilhaft erwiesen, da die Längselastizität des zylindrischen Abschnitts 105 bei gegebener hydraulischer Kraft auf die Ventildichtfläche 14 in einem bestimmten Bereich optimal ist, dahingehend, dass die Längselastizität weder zu hoch noch zu niedrig sein darf, um einerseits eine gute Schwingungsdämpfung zu erreichen und andererseits eine Destabilisierung der Ventilnadel 5 durch einen zu geringen Durchmesser zu vermeiden.This ratio of the diameter D Z of the cylindrical portion 105 to the seat diameter D of the seat edge 18 has been found to be particularly advantageous because the longitudinal elasticity of the cylindrical portion 105 is optimal for a given range of hydraulic force on the valve sealing surface 14, in that the longitudinal elasticity neither too high nor too low, on the one hand a To achieve good vibration damping and on the other hand to avoid destabilization of the valve needle 5 by a small diameter.

Durch die Verjüngung des zylindrischen Abschnitts 105 der Ventilnadel 5 wird jedoch zwangsläufig auch die Quersteifigkeit vermindert. Als Ausgleichselement dient die Auskehlung 37, die gezielt an dieser Stelle die Biegesteifigkeit der Ventilnadel 5 vermindert. Sollte es zu einer leichten Schiefstellung der Ventilnadel 5 im Bereich des zylindrischen Abschnitts 105 kommen, so kann es aufgrund an der Auskehlung 37 zu einem Ausgleich kommen und somit nicht zu einer erhöhten Reibung in der Federhülse 29. Dies vermindert auch die Querkräfte im Bereich des Führungsabschnitts 205 und damit die Reibung in diesem Bereich.By tapering the cylindrical portion 105 of the valve needle 5, however, the transverse rigidity is inevitably reduced. As a compensation element, the groove 37, which specifically reduces the flexural rigidity of the valve needle 5 at this point. Should there be a slight misalignment of the valve needle 5 in the region of the cylindrical portion 105, it may due to the groove 37 come to a balance and thus not increased friction in the spring sleeve 29. This also reduces the transverse forces in the region of the guide portion 205 and thus the friction in this area.

Abweichend von der Darstellung in Figur 2 kann es auch vorgesehen sein, dass an der Ventildichtfläche 14 die Ringnut 21 entfällt und die erste Konusfläche 21 direkt an die zweite Konusfläche 22 grenzt. Die Sitzkante 18 ist in diesem Fall am Übergang der beiden Konusflächen 21, 22 ausgebildet. Daneben kann es auch vorgesehen sein, dass die Ventildichtfläche 14 durch eine einzige, durchgängige Konusfläche gebildet wird. Die Sitzkante 18 ist dann am Übergang des zylindrischen Abschnitts 105 zur Ventildichtfläche 14 ausgebildet, was bedingt, dass der Öffnungswinkel der Ventildichtfläche 14 größer als der Öffnungswinkel des konischen Ventilsitzes 12 sein muss.Deviating from the illustration in FIG. 2 It can also be provided that the annular groove 21 is omitted on the valve sealing surface 14 and the first conical surface 21 directly adjoins the second conical surface 22. The seat edge 18 is formed in this case at the transition of the two conical surfaces 21, 22. In addition, it can also be provided that the valve sealing surface 14 is formed by a single, continuous conical surface. The seat edge 18 is then formed at the transition of the cylindrical portion 105 to the valve sealing surface 14, which requires that the opening angle of the valve sealing surface 14 must be greater than the opening angle of the conical valve seat 12.

Claims (5)

  1. Fuel injection valve for internal combustion engines having a valve body (1) in which a bore (3) is formed which is delimited at its combustion-chamber-side end by a conical valve seat (12) and at which end is provided at least one injection opening (16) which opens out into the combustion chamber of the internal combustion engines, and having a valve needle (5) which is arranged in a longitudinally moveable manner in the bore (3) and which is guided in a central guide section (205) in the bore (3), having a substantially conical valve sealing face (14) which is formed on the combustion-chamber-side end of the valve needle (5), with an annular seat edge (18) being formed on the valve sealing face (14), and having a cylindrical section of the valve needle (105), which cylindrical section is formed between the guide section (205) and the valve sealing face (14), characterized in that the valve sealing face (14) comprises a first cone face (21) and a second cone face (22), between which runs an annular groove (23), with the seat edge (18) forming the boundary line between the first cone face (21) and the annular groove (23), and the cylindrical section (105) having a diameter (Dz) which is larger than, but at most 1.5 times, the diameter (D) of the seat edge (18), and having an encircling channel (37) which is provided in the valve needle (5) at that side of the guide section (205) which is remote from the combustion chamber, with the diameter of the valve needle (5) at the point of the channel (37) corresponding at least approximately to the diameter (Dz) of the cylindrical section (105).
  2. Fuel injection valve according to Claim 1, characterized in that at least one ground portion (20) is provided on the valve needle (5) in the region of the guide section (205), by means of which ground portion (20) fuel can flow between the wall of the bore (3) and the valve needle (5) through the at least one injection opening (16), with the sum of the cross sections of all of the ground portions being at least as large as the cross section of the pressure space (10) in the region of the cylindrical section (105).
  3. Fuel injection valve according to Claim 1, characterized in that the seat diameter (D) is 1.9 mm to 2.1 mm.
  4. Fuel injection valve according to Claim 1, characterized in that an encircling channel (37) is provided in the valve needle (5) at that side of the guide section (205) which is remote from the combustion chamber, the diameter of which channel (37) corresponds at least approximately to the diameter (Dz) of the cylindrical section (105).
  5. Fuel injection valve according to Claim 1, characterized in that the cylindrical section (105) directly adjoins the valve sealing face (12).
EP03011992A 2002-11-19 2003-05-28 Fuel injector for an internal combustion engine Expired - Lifetime EP1422418B1 (en)

Applications Claiming Priority (2)

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DE10253721 2002-11-19
DE2002153721 DE10253721A1 (en) 2002-11-19 2002-11-19 Fuel injection valve for internal combustion engines

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EP1422418B1 true EP1422418B1 (en) 2008-02-20

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DE102005006818A1 (en) * 2005-02-15 2006-08-17 Volkswagen Mechatronic Gmbh & Co. Kg Sealing device for a fuel injector and method for sealing
DE102005025135A1 (en) * 2005-06-01 2006-12-07 Robert Bosch Gmbh Fuel injection valve for internal combustion engines
JP5716788B2 (en) * 2013-04-25 2015-05-13 株式会社デンソー Fuel injection valve
DE102014226407A1 (en) 2014-12-18 2016-06-23 Robert Bosch Gmbh Injector for fuels
CN109210253A (en) * 2018-11-29 2019-01-15 美钻深海能源科技研发（上海）有限公司 A kind of stable needle-type throttle valve that throttles

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DE4117910A1 (en) * 1991-05-31 1992-12-03 Yaroslavskij Z Dizel Noj Appar Fuel injection nozzle for IC engine - has injector needle with turned ring groove between conical surfaces, forming throttle edge
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DE10031264A1 (en) * 2000-06-27 2002-01-17 Bosch Gmbh Robert Fuel injection valve for IC engines with even fuel supply to all injection openings even if valve member is misaligned
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GB562033A (en) * 1942-11-11 1944-06-15 William Reginald Cobb Improvements relating to fuel injectors for internal combustion engines
DE4117910A1 (en) * 1991-05-31 1992-12-03 Yaroslavskij Z Dizel Noj Appar Fuel injection nozzle for IC engine - has injector needle with turned ring groove between conical surfaces, forming throttle edge
WO1996019661A1 (en) * 1994-12-20 1996-06-27 Lucas Industries Public Limited Company Fuel injection nozzle
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DE10253721A1 (en) 2004-06-03
EP1422418A1 (en) 2004-05-26
DE50309190D1 (en) 2008-04-03

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