EP1504189A1 - Fuel injection valve for internal combustion engines - Google Patents

Fuel injection valve for internal combustion engines

Info

Publication number
EP1504189A1
EP1504189A1 EP03729812A EP03729812A EP1504189A1 EP 1504189 A1 EP1504189 A1 EP 1504189A1 EP 03729812 A EP03729812 A EP 03729812A EP 03729812 A EP03729812 A EP 03729812A EP 1504189 A1 EP1504189 A1 EP 1504189A1
Authority
EP
European Patent Office
Prior art keywords
valve
fuel injection
reinforcement
valve body
bore
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.)
Granted
Application number
EP03729812A
Other languages
German (de)
French (fr)
Other versions
EP1504189B1 (en
Inventor
Friedrich Boecking
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
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1504189A1 publication Critical patent/EP1504189A1/en
Application granted granted Critical
Publication of EP1504189B1 publication Critical patent/EP1504189B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02M61/1866—Valve seats or member ends having multiple cones
    • 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
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • 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
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F02M61/1833—Discharge orifices having changing cross sections, e.g. being divergent
    • 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

Definitions

  • the invention is based on a fuel injection valve for internal combustion engines according to the preamble of claim 1.
  • Such fuel injection valves have a valve body in which a bore is formed which is delimited at its combustion chamber end by a conical valve seat.
  • a piston-shaped valve needle is arranged so as to be longitudinally displaceable, which cooperates with a likewise conical valve sealing surface with the valve seat and thereby controls the opening of at least one injection channel which starts from the valve seat and leads into the combustion chamber of the internal combustion engine.
  • fuel may or may not flow to the injection channels from a pressure space formed between the valve needle and the wall of the bore.
  • the conical valve seat has an axis of symmetry that coincides with the longitudinal axis of the bore.
  • a fuel injection valve in which the valve body has a uniform wall thickness in the entire end region, also in the region in which the valve needle rests in its closed position and in the end region of the bore on the combustion chamber side. This is the stability of the valve body is not always guaranteed, since high mechanical loads can occur in the end region of the valve body: on the one hand, by fitting the valve needle when the injection channels are closed, the valve body is deformed, which causes the valve body to vibrate. On the other hand, the pressure in the pressure chamber fluctuates considerably when the fuel injection valve is in operation, since the high injection pressure - depending on the type of fuel injection valve - is only present in the pressure chamber when an injection is to take place.
  • valve body is periodically widened and thus mechanical stress is exerted.
  • valve needle lies somewhat differently on the valve seat than is the case in the depressurized state.
  • the known fuel injection valves therefore have the disadvantage that the deformations due to pressure oscillation and mechanical loading by the valve needle can lead to excessive wear between the valve needle and the valve seat.
  • the fuel injection valve according to the invention with the characterizing features of claim 1 has the advantage that the valve body in the area of the valve seat is significantly reinforced compared to the prior art, which reduces the expansion due to the mechanical loads and thus less wear occurs in the area of the valve seat ,
  • the valve body has a reinforcement in the end region with a wall thickness that is at least a factor of 1.2 greater than the wall thickness on the adjacent wall region. Due to the relatively small wall thickness at the intersection point of the longitudinal axis a certain flexibility of the Ventilkorpers is maintained, which is indispensable to a mechanical failure of the valve body by the ' Prevent the valve needle from hitting when the fuel injector closes.
  • the reinforcement is formed in the region of the valve seat.
  • the injection channels which start from the valve seat advantageously open into recesses which are formed on the outside of the valve body. This shortens the effective length of the injection channels without significantly affecting the stability of the valve body. A not too long length of the injection channels is necessary so that the throttling of the fuel flow in the injection channels does not become too great.
  • the formation of the recesses as a conical countersink is particularly advantageous, since this is easy to manufacture and it can be ensured via a sufficiently large opening angle that the injection jet emerging from the injection channel is not impaired by the valve body.
  • the recess is designed as an annular groove into which all the injection channels open. It is not necessary to produce a separate recess for each injection channel, which is generally more complicated.
  • the reinforcement is formed on the combustion chamber end section of the bore on the inner wall and adjoins the valve seat. Widening of the bore, which also leads to deformation of the valve seat, is thereby significantly reduced.
  • the annular gap that is between the valve needle and the wall of the bore is formed in the area of the reinforcement at least approximately the same as in the adjacent area of the bore so as not to impede the flow of fuel to the injection openings.
  • FIG. 1 shows a fuel injection valve in longitudinal section, only one side being shown in full
  • Figure 2 shows a further embodiment of a fuel injection valve in longitudinal section, with only one side is fully shown here and
  • Figure 3 is an external view of the valve body tip of another embodiment.
  • a fuel injector according to the invention is shown in longitudinal section in FIG. 1, only the left half being fully drawn.
  • the fuel injection valve comprises a valve body 1, which is rotationally symmetrical with respect to a longitudinal axis 4 and has a bore 5, the axis of which coincides with the longitudinal axis 4.
  • the bore 5 is narrowed at its end on the combustion chamber side by a first reinforcement 22, so that a conical surface 26 and a reduced diameter cylinder section 24 are formed on the inner wall of the bore 5.
  • the first reinforcement 22 of the valve body 1 is shown in FIG a dashed line shows.
  • a conical valve seat 8 adjoins the cylinder section 24 and forms the end of the bore 5 on the combustion chamber side.
  • At least one injection channel 18 extends from the valve seat 8, which penetrates the valve body 1 and opens directly into the combustion chamber of the internal combustion engine.
  • a piston-shaped valve needle 3 is arranged so as to be longitudinally displaceable, a pressure chamber 7 being formed between the valve needle 3 and the wall of the bore 5, which can be filled with fuel under high pressure via an inlet channel (not shown in the drawing).
  • the valve needle 3 has a pressure shoulder 6 at the level of the conical surface 26 and then merges into a tapered section 103, which is followed by a conical valve sealing surface 10.
  • the tip of the valve needle 3 on the combustion chamber side is formed by a conical surface 14 which is separated from the valve sealing surface 10 by an annular groove 12.
  • the edge at the transition from the annular groove 12 to the valve sealing surface 10 functions as a sealing edge which, when the valve needle 3 rests on the valve seat 8, first bears on the latter. Due to the elastic deformation of the valve needle 3 and the valve body 1 in the region of the valve seat 8, the valve needle 3 finally rests in its closed position with a large part of the valve sealing surface 10 on the valve seat 8.
  • the valve needle 3 interacts with the valve seat 8 for controlling the injection channels 18.
  • the valve needle 3 is acted upon by a device, not shown in the drawing, with a closing force, for example by a prestressed spring, in the direction of the valve seat 8, so that it rests with the valve sealing surface 10 on the valve seat 8.
  • a closing force for example by a prestressed spring
  • the injection channels 18, of which several are generally arranged distributed over the circumference of the valve body 1 are against the Pressure chamber 7 closed. If fuel is to be injected into the combustion chamber, fuel is injected into the pressure chamber 7 under injection pressure, so that the pressure there rises considerably, depending on the type of fuel injection valve, to 100 MPa and more.
  • the hydraulic force on the valve needle 3 results in a force that is opposite to the closing force.
  • valve needle 3 lifts off the valve seat 8, so that fuel can flow from the pressure chamber 7 between the valve sealing surface 10 and the valve seat 8 to the injection channels 18.
  • the closing force on valve needle 3 prevails again and this slides back into its closed position.
  • the increasing pressure in the pressure chamber 7 results in a slight expansion of the valve body 1 in the area of the valve seat 8 and the cylinder section 24.
  • the shape of the valve needle 3, however, remains practically unchanged, since it is solid.
  • the shape of the valve body 1 thus changes slightly in the area of the valve seat 8, so that the valve seat 8 moves slightly relative to the valve sealing surface 10, which over time leads to wear in this area.
  • the impact of the valve needle 3 on the valve seat 8 also results in vibrations of the valve body 1, which lead to a relative movement of the valve sealing surface 10 and the valve seat 8.
  • the valve body 1 is thickened in the region of the valve seat 8 by a second reinforcement 23, so that there is greater stability and thus less widening.
  • the wall thickness of the valve body 1 in the region of the valve seat 8 is equal to a thickness hg at the point where the piercing point 30 of the longitudinal axis 4 lies.
  • the valve body 1 is thickened by the second reinforcement 23, so that there is a wall thickness perpendicular to the valve sealing surface 8 which is at least a factor of 1.2 the wall thickness is hg.
  • the wall thickness H ] _ in the area of the first reinforcement 22 is greater than the wall thickness Hg of the adjacent wall area by at least a factor of 1.2, ie a ratio of
  • FIG. 2 shows a further exemplary embodiment of the fuel injection valve according to the invention.
  • the valve body 1 is again shown in longitudinal section, only one half of the rotationally symmetrical valve body 1 being drawn. Instead of an annular groove and a conical surface, the valve needle 3 has only a single conical valve sealing surface 10, which is pressed into the conical valve seat 8 by the contact pressure of the closing force.
  • the valve seat 8 is thickened by a second reinforcement 23, the proportion of which in the valve body 1 is illustrated by a dashed line.
  • the wall thickness h ] _ in the area of the injection channels 18 is here also at least a factor 1.2 greater than the wall thickness hg am Puncture point 30 of the longitudinal axis 4.
  • the length of the injection channels 18 increases correspondingly, but this is only possible to a limited extent: if the injection channel 18 is too long, the fuel flow during the injection is throttled too much and the effectively effective injection pressure Decreases.
  • recesses 20 are formed in the valve body 1 from the outside, which are designed as countersinking and into each of which an injection channel 18 opens. The effective length of the injection channels 18 is thus less, since the opening angle of the cone countersink 20 is so large that the emerging injection jet does not touch the wall of the cone countersink 20.
  • a countersink 20 with a strictly conical outer wall other shapes are also conceivable, for example cylindrical recesses which have a sufficiently large diameter.
  • the taper countersinks 20 can be formed, for example, by drilling or electrical discharge machining.
  • FIG. 3 shows an external view of the tip of the valve body 1 on the combustion chamber side of a further exemplary embodiment.
  • annular groove 32 instead of different recesses 20, only a single recess in the form of an annular groove 32 is formed here, which surrounds the valve body 1 over its entire circumference and into which all the injection channels 18 open.
  • the cross section of the annular groove 32 is dimensioned such that the injection jets do not touch the wall of the annular groove 32 here either.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

Kraftstoffeinspritzventil für Brennkraftmaschinen mit einem Ventilkörper (1), in dem in einer eine Längsachse (4) aufweisenden Bohrung (5) eine kolbenförmige Ventilnadel (3) längsverschiebbar angeordnet ist, die mit einer Ventildichtfläche (10) mit einem am brennraumseitigen Ende der Bohrung (5) ausgebildeten konischen Ventilsitz (8) zusammenwirkt. Vom Ventilsitz (8) geht wenigstens ein Einspritzkanal (18) aus, der in den Brennraum der Brennkraftmaschine mündet. Die Wandstärke (h1) des Ventilkörpers (1) im Bereich des Ventilsitzes (8) ist zumindest in einem Teilbereich um wenigstens einen Faktor 1,3 grösser als die Wandstärke (h0) des Ventilkörpers (1) am Durchstosspunkt (30) der Längsachse (4).

Description

Kraftstoffeinspritzventil für BrennkraftmaschinenFuel injection valve for internal combustion engines
Stand der TechnikState of the art
Die Erfindung geht von einem Kraftstoffeinspritzventil für Brennkraftmaschinen nach der Gattung des Patentanspruchs 1 aus. Solche Kraftstoffeinspritzventile weisen einen Ventilkörper auf, in dem eine Bohrung ausgebildet ist, die an ihrem brennraumseitigen Ende von einem konischen Ventilsitz begrenzt wird. In der Bohrung ist eine kolbenförmige Ventilnadel längsverschiebbar angeordnet, die mit einer ebenfalls konischen Ventildichtfläche mit dem Ventilsitz zusammenwirkt und dabei die Öffnung wenigstens eines Einspritzkanals steuert, der vom Ventilsitz ausgeht und in den Brennraum der Brennkraftmaschine führt. Je nach Stellung der Ventilnadel kann Kraftstoff aus einem zwischen der Ventilnadel und der Wand der Bohrung ausgebildeten Druckraum den Einspritzkanälen zuströmen oder nicht. Der konische Ventilsitz weist dabei eine Symmetrieachse auf, die mit der Längsachse der Bohrung zusammenfällt.The invention is based on a fuel injection valve for internal combustion engines according to the preamble of claim 1. Such fuel injection valves have a valve body in which a bore is formed which is delimited at its combustion chamber end by a conical valve seat. In the bore, a piston-shaped valve needle is arranged so as to be longitudinally displaceable, which cooperates with a likewise conical valve sealing surface with the valve seat and thereby controls the opening of at least one injection channel which starts from the valve seat and leads into the combustion chamber of the internal combustion engine. Depending on the position of the valve needle, fuel may or may not flow to the injection channels from a pressure space formed between the valve needle and the wall of the bore. The conical valve seat has an axis of symmetry that coincides with the longitudinal axis of the bore.
Aus der DE 100 00 501 AI ist ein Kraftstoffeinspritzventil bekannt, bei dem der Ventilkörper im gesamten Endbereich eine gleichmäßige Wandstärke aufweist, auch in dem Bereich, in dem die Ventilnadel in ihrer Schließstellung aufliegt und im brennraumseitigen Endbereich der Bohrung. Hierdurch ist die Stabilität des Ventilkörpers nicht immer gewährleistet, da im Endbereich des Ventilkörpers hohe mechanische Belastungen auftreten können: Zum einen kommt es durch das Aufsetzen der Ventilnadel beim Verschließen der Einspritzkanäle zu einer Deformation des Ventilkörpers, wodurch dieser zu Schwingungen angeregt wird. Zum anderen schwankt der Druck im Druckraum beim Betrieb des Kraftstoffeinspritzventils erheblich, da der hohe Einspritzdruck - je nach Art des Kraftstoffeinspritzventils - nur dann im Druckraum anliegt, wenn eine Einspritzung erfolgen soll. Durch diese Druckschwankungen kommt es periodisch zu einer Aufweitung des Ventilkörpers und damit zu mechanischer Belastung. Die Ventilnadel liegt bei deformiertem Ventilkörper etwas verschieden auf dem Ventilsitz auf, als dies im drucklosen Zustand der Fall ist. Die bekannten Kraftstoffeinspritzventile weisen deshalb den Nachteil auf, dass die Verformungen durch Druckschwingung und mechanischer Belastung durch die Ventilnadel zu übermäßigem Verschleiß zwischen der Ventilnadel und dem Ventilsitz führen können.From DE 100 00 501 AI a fuel injection valve is known in which the valve body has a uniform wall thickness in the entire end region, also in the region in which the valve needle rests in its closed position and in the end region of the bore on the combustion chamber side. This is the stability of the valve body is not always guaranteed, since high mechanical loads can occur in the end region of the valve body: on the one hand, by fitting the valve needle when the injection channels are closed, the valve body is deformed, which causes the valve body to vibrate. On the other hand, the pressure in the pressure chamber fluctuates considerably when the fuel injection valve is in operation, since the high injection pressure - depending on the type of fuel injection valve - is only present in the pressure chamber when an injection is to take place. As a result of these pressure fluctuations, the valve body is periodically widened and thus mechanical stress is exerted. When the valve body is deformed, the valve needle lies somewhat differently on the valve seat than is the case in the depressurized state. The known fuel injection valves therefore have the disadvantage that the deformations due to pressure oscillation and mechanical loading by the valve needle can lead to excessive wear between the valve needle and the valve seat.
Vorteile der ErfindungAdvantages of the invention
Das erfindungsgemäße Kraftstoffeinspritzventil mit den kennzeichnenden Merkmalen des Patentanspruchs 1 weist demgegenüber den Vorteil auf, dass der Ventilkörper im Bereich des Ventilsitzes gegenüber dem Stand der Technik deutlich verstärkt ist, was die Aufweitung durch die mechanischen Belastungen verringert und damit auch weniger Verschleiß im Bereich des Ventilsitzes auftritt. Hierzu weist der Ventilkörper im Endbereich eine Verstärkung auf mit einer Wandstärke, die wenigstens einen Faktor 1,2 größer ist als die Wandstärke am angrenzenden Wandbereich. Durch die relativ geringe Wandstärke am Durchstoßpunkt der Längsachse bleibt eine gewisse Flexibilität des Ventilkorpers erhalten, was unerlässlich ist, um ein mechanisches Versagen des Ventilkörpers durch das ' Aufschlagen der Ventilnadel beim Schließen des Kraftstoffeinspritzventils zu verhindern.The fuel injection valve according to the invention with the characterizing features of claim 1 has the advantage that the valve body in the area of the valve seat is significantly reinforced compared to the prior art, which reduces the expansion due to the mechanical loads and thus less wear occurs in the area of the valve seat , For this purpose, the valve body has a reinforcement in the end region with a wall thickness that is at least a factor of 1.2 greater than the wall thickness on the adjacent wall region. Due to the relatively small wall thickness at the intersection point of the longitudinal axis a certain flexibility of the Ventilkorpers is maintained, which is indispensable to a mechanical failure of the valve body by the ' Prevent the valve needle from hitting when the fuel injector closes.
Durch die Unteransprüche sind vorteilhafte Ausgestaltungen des Gegenstandes der Erfindung möglich.Advantageous embodiments of the subject matter of the invention are possible through the subclaims.
In einer ersten vorteilhaften Ausgestaltung des Gegenstandes der Erfindung ist die Verstärkung im Bereich des Ventilsitzes ausgebildet. Die Einspritzkanäle, die vom Ventilsitz ausgehen, münden dabei vorteilhafterweise in Ausnehmungen, die an der Außenseite des Ventilkörpers ausgebildet sind. Dadurch wird die effektive Länge der Einspritzkanäle verkürzt, ohne dass die Stabilität des Ventilkörpers wesentlich beeinträchtigt wird. Eine nicht zu große Länge der Einspritzkanäle ist erforderlich, damit die Drosselung des KraftstoffStroms in den Einspritzkanälen nicht zu groß wird. Besonders vorteilhaft ist die Ausbildung der Ausnehmungen als Kegelsenkung, da dies einfach zu fertigen ist und über einen genügend großen Öffnungswinkel sichergestellt werden kann, dass der aus dem Einspritzkanal austretende Einspritzstrahl nicht durch den Ventilkörper beeinträchtigt wird.In a first advantageous embodiment of the subject matter of the invention, the reinforcement is formed in the region of the valve seat. The injection channels which start from the valve seat advantageously open into recesses which are formed on the outside of the valve body. This shortens the effective length of the injection channels without significantly affecting the stability of the valve body. A not too long length of the injection channels is necessary so that the throttling of the fuel flow in the injection channels does not become too great. The formation of the recesses as a conical countersink is particularly advantageous, since this is easy to manufacture and it can be ensured via a sufficiently large opening angle that the injection jet emerging from the injection channel is not impaired by the valve body.
In einer weiteren vorteilhaften Ausgestaltung ist die Ausnehmung als Ringnut ausgebildet, in die sämtliche Einspritzkanäle münden. Es braucht hier nicht für jeden Einspritzkanal eine separate Ausnehmung gefertigt zu werden, was im allgemeinen mit mehr Aufwand verbunden ist.In a further advantageous embodiment, the recess is designed as an annular groove into which all the injection channels open. It is not necessary to produce a separate recess for each injection channel, which is generally more complicated.
In einer weiteren vorteilhaften Ausgestaltung ist die Verstärkung am brennraumseitigen Endabschnitt der Bohrung an der Innenwand ausgebildet und grenzt dabei an den Ventilsitz. Dadurch wird eine Aufweitung der Bohrung, die auch zu einer Verformung des Ventilsitzes führt, deutlich vermindert. Vorteilhafterweise ist der Ringspalt, der zwischen der Ventilnadel und der Wand der Bohrung ausgebildet ist, im Bereich der Verstärkung zumindest annähernd gleich wie im angrenzenden Bereich der Bohrung, um den Kraftstofffluss zu den Einspritzöffnungen nicht zu behindern.In a further advantageous embodiment, the reinforcement is formed on the combustion chamber end section of the bore on the inner wall and adjoins the valve seat. Widening of the bore, which also leads to deformation of the valve seat, is thereby significantly reduced. Advantageously, the annular gap that is between the valve needle and the wall of the bore is formed in the area of the reinforcement at least approximately the same as in the adjacent area of the bore so as not to impede the flow of fuel to the injection openings.
Weitere Vorteile und vorteilhafte Ausgestaltungen des Gegenstandes der Erfindung sind der Beschreibung und der Zeichnung entnehmbar.Further advantages and advantageous embodiments of the subject matter of the invention can be found in the description and the drawing.
Zeichnungdrawing
In der Zeichnung ist ein Ausführungsbeispiel des erfindungsgemäßen Kraftstoffeinspritzventils dargestellt. Es zeigtIn the drawing, an embodiment of the fuel injection valve according to the invention is shown. It shows
Figur 1 ein Kraftstoffeinspritzventil im Längsschnitt, wobei nur eine Seite voll dargestellt ist,FIG. 1 shows a fuel injection valve in longitudinal section, only one side being shown in full,
Figur 2 ein weiteres Ausführungsbeispiel eines Kraftstoffeinspritzventils im Längsschnitt, wobei auch hier nur eine Seite voll dargestellt ist undFigure 2 shows a further embodiment of a fuel injection valve in longitudinal section, with only one side is fully shown here and
Figur 3 eine Außenansicht der Ventilkörperspitze eines weiteren Ausführungsbeispiels.Figure 3 is an external view of the valve body tip of another embodiment.
Beschreibung der AusführungsbeispieleDescription of the embodiments
In Figur 1 ist ein erfindungsgemäßes Kraftstoffeinspritzventil im Längsschnitt dargestellt, wobei nur die linke Hälfte voll gezeichnet ist. Das Kraftstoffeinspritzventil umfasst einen Ventilkörper 1, der bezüglich einer Längsachse 4 rotationssymmetrisch aufgebaut ist und eine Bohrung 5 aufweist, deren Achse mit der Längsachse 4 zusammenfällt. Durch eine erste Verstärkung 22 ist die Bohrung 5 an ihrem brennraumseitigen Ende verengt, so dass an der Innenwand der Bohrung 5 eine Konusfläche 26 und ein im Durchmesser verringerter Zylinderabschnitt 24 gebildet ist. Die erste Verstärkung 22 des Ventilkörpers 1 ist in der Figur 1 durch eine gestrichelte Linie verdeutlicht. An den Zylinderabschnitt 24 schließt sich ein konischer Ventilsitz 8 an, der das brennraumseitige Ende der Bohrung 5 bildet. Vom Ventilsitz 8 geht wenigstens ein Einspritzkanal 18 ab, der den Ventilkörper 1 durchdringt und direkt in den Brennraum der Brennkraftmaschine mündet . In der Bohrung 5 ist eine kolbenförmige Ventilnadel 3 längsverschiebbar angeordnet, wobei zwischen der Ventilnadel 3 und der Wand der Bohrung 5 ein Druckraum 7 ausgebildet ist, der über einen in der Zeichnung nicht dargestellten Zulaufkanal mit Kraftstoff unter hohem Druck befüllbar ist. Die Ventilnadel 3 weist auf Höhe der Konusfläche 26 eine Druckschulter 6 auf und geht anschließend in einen verjüngten Abschnitt 103 über, an den sich eine konische Ventildichtfläche 10 anschließt. Die brennraumseitige Spitze der Ventilnadel 3 wird von einer Konusfläche 14 gebildet, die von der Ventildichtfläche 10 durch eine Ringnut 12 getrennt ist. Durch entsprechende Öffnungswinkel der Konusflächen an der Ventilnadelspitze und des konischen Ventilsitzes 8 kann erreicht werden, dass die Kante am Übergang der Ringnut 12 zur Ventildichtfläche 10 als Dichtkante fungiert, die bei Anlage der Ventilnadel 3 am Ventilsitz 8 zuerst an diesem anliegt. Durch elastische Verformung der Ventilnadel 3 und des Ventilkorpers 1 im Bereich des Ventilsitzes 8 liegt die Ventilnadel 3 schließlich in ihrer Schließstellung mit einem Großteil der Ventildichtfläche 10 am Ventilsitz 8 an.A fuel injector according to the invention is shown in longitudinal section in FIG. 1, only the left half being fully drawn. The fuel injection valve comprises a valve body 1, which is rotationally symmetrical with respect to a longitudinal axis 4 and has a bore 5, the axis of which coincides with the longitudinal axis 4. The bore 5 is narrowed at its end on the combustion chamber side by a first reinforcement 22, so that a conical surface 26 and a reduced diameter cylinder section 24 are formed on the inner wall of the bore 5. The first reinforcement 22 of the valve body 1 is shown in FIG a dashed line shows. A conical valve seat 8 adjoins the cylinder section 24 and forms the end of the bore 5 on the combustion chamber side. At least one injection channel 18 extends from the valve seat 8, which penetrates the valve body 1 and opens directly into the combustion chamber of the internal combustion engine. In the bore 5, a piston-shaped valve needle 3 is arranged so as to be longitudinally displaceable, a pressure chamber 7 being formed between the valve needle 3 and the wall of the bore 5, which can be filled with fuel under high pressure via an inlet channel (not shown in the drawing). The valve needle 3 has a pressure shoulder 6 at the level of the conical surface 26 and then merges into a tapered section 103, which is followed by a conical valve sealing surface 10. The tip of the valve needle 3 on the combustion chamber side is formed by a conical surface 14 which is separated from the valve sealing surface 10 by an annular groove 12. By means of appropriate opening angles of the conical surfaces on the valve needle tip and the conical valve seat 8, it can be achieved that the edge at the transition from the annular groove 12 to the valve sealing surface 10 functions as a sealing edge which, when the valve needle 3 rests on the valve seat 8, first bears on the latter. Due to the elastic deformation of the valve needle 3 and the valve body 1 in the region of the valve seat 8, the valve needle 3 finally rests in its closed position with a large part of the valve sealing surface 10 on the valve seat 8.
Die Ventilnadel 3 wirkt mit dem Ventilsitz 8 zur Steuerung der Einspritzkanäle 18 zusammen. Die Ventilnadel 3 wird durch eine in der Zeichnung nicht dargestellte Vorrichtung mit einer Schließkraft, beispielsweise durch eine vorgespannte Feder, in Richtung auf den Ventilsitz 8 beaufschlagt, so dass sie mit der Ventildichtfläche 10 am Ventilsitz 8 anliegt. Hierdurch werden die Einspritzkanäle 18, von denen in der Regel mehrere über den Umfang des Ventilkörpers 1 verteilt angeordnet sind, gegen den Druckraum 7 verschlossen. Soll Kraftstoff in den Brennraum eingespritzt werden, so wird Kraftstoff unter Einspritzdruck in den Druckraum 7 eingeleitet, so dass dort der Druck beträchtlich ansteigt, je nach Typ des Kraftstoffeinspritzventils auf 100 MPa und mehr. Durch die hydraulische Kraft auf die Ventilnadel 3 ergibt sich eine Kraft, die der Schließkraft entgegengerichtet ist. Sobald sich eine resultierende Kraft ergibt, die vom Ventilsitz 8 weggerichtet ist, hebt die Ventilnadel 3 vom Ventilsitz 8 ab, so dass Kraftstoff aus dem Druckraum 7 zwischen der Ventildichtfläche 10 und dem Ventilsitz 8 den Einspritzkanälen 18 zufließen kann. Bei einer Verringerung der Kraftstoffzufuhr in den Druckraum 7 nimmt der Kraftstoffdruck dort wieder ab. Schließlich überwiegt wieder die Schließkraft auf die Ventilnadel 3 und diese gleitet zurück in ihre Schließstellung.The valve needle 3 interacts with the valve seat 8 for controlling the injection channels 18. The valve needle 3 is acted upon by a device, not shown in the drawing, with a closing force, for example by a prestressed spring, in the direction of the valve seat 8, so that it rests with the valve sealing surface 10 on the valve seat 8. As a result, the injection channels 18, of which several are generally arranged distributed over the circumference of the valve body 1, are against the Pressure chamber 7 closed. If fuel is to be injected into the combustion chamber, fuel is injected into the pressure chamber 7 under injection pressure, so that the pressure there rises considerably, depending on the type of fuel injection valve, to 100 MPa and more. The hydraulic force on the valve needle 3 results in a force that is opposite to the closing force. As soon as a resultant force results, which is directed away from the valve seat 8, the valve needle 3 lifts off the valve seat 8, so that fuel can flow from the pressure chamber 7 between the valve sealing surface 10 and the valve seat 8 to the injection channels 18. When the fuel supply to the pressure chamber 7 is reduced, the fuel pressure there decreases again. Finally, the closing force on valve needle 3 prevails again and this slides back into its closed position.
Durch den steigenden Druck im Druckraum 7 ergibt sich eine leichte Aufweitung des Ventilkorpers 1 im Bereich des Ventilsitzes 8 und des Zylinderabschnitts 24. Die Ventilnadel 3 hingegen bleibt in ihrer Form praktisch unverändert, da sie massiv ausgeführt ist. Es ändert sich also die Form des Ventilkörpers 1 im Bereich des Ventilsitzes 8 leicht, so dass es zu einer leichten Bewegung des Ventilsitzes 8 relativ zur Ventildichtfläche 10 kommt, was mit der Zeit zu Verschleiß in diesem Bereich führt. Auch durch das Auftreffen der Ventilnadel 3 auf den Ventilsitz 8 ergeben sich Schwingungen des Ventilkörpers 1, die zu einer Relativbewegung von Ventildichtfläche 10 und Ventilsitz 8 führen. Um diesen Effekt zu mindern ist der Ventilkörper 1 im Bereich des Ventilsitzes 8 durch eine zweite Verstärkung 23 verdickt, so dass sich eine größere Stabilität ergibt und damit eine verminderte Aufweitung. Dies ist auch der Effekt der ersten Verstärkung 22, die eine Aufweitung des Ventilkorpers 1 im Bereich des brennraumseitigen Endes der Bohrung 5 vermindert. Es kann hierbei auch vorgesehen sein, dass entweder nur die erste Verstärkung 22 oder nur die zweite Verstärkung 23 ausgebildet ist.The increasing pressure in the pressure chamber 7 results in a slight expansion of the valve body 1 in the area of the valve seat 8 and the cylinder section 24. The shape of the valve needle 3, however, remains practically unchanged, since it is solid. The shape of the valve body 1 thus changes slightly in the area of the valve seat 8, so that the valve seat 8 moves slightly relative to the valve sealing surface 10, which over time leads to wear in this area. The impact of the valve needle 3 on the valve seat 8 also results in vibrations of the valve body 1, which lead to a relative movement of the valve sealing surface 10 and the valve seat 8. In order to reduce this effect, the valve body 1 is thickened in the region of the valve seat 8 by a second reinforcement 23, so that there is greater stability and thus less widening. This is also the effect of the first reinforcement 22, which reduces expansion of the valve body 1 in the region of the end of the bore 5 on the combustion chamber side. It can also be provided that either only the first reinforcement 22 or only the second reinforcement 23 is formed.
Die Wandstärke des Ventilkörper 1 im Bereich des Ventilsitzes 8 ist an der Stelle, an der der Durchstoßpunkt 30 der Längsachse 4 liegt, gleich einer Dicke hg. In dem Bereich, in dem die Ventildichtfläche 10 der Ventilnadel 3 auf dem Ventilsitz 8 aufliegt, ist der Ventilkörper 1 durch die zweite Verstärkung 23 verdickt, so dass sich senkrecht zur Ventildichtfläche 8 eine Wandstärke ]_ ergibt, die wenigstens einen Faktor 1,2 über der Wandstärke hg liegt. Eine feste Obergrenze für das Verhältnis der Wandstärken hg und h]_ gibt es nicht, jedoch dürfte bei einem Verhältnis h|_/hg von etwa 2,0 eine sinnvolle Obergrenze liegen. Absolut sind die Wandstärken im Bereich des Durchstoßpunktes 30 etwa hg = 1,0 mm, so dass die Wandstärke h^ um wenigstens 0,2 mm verdickt ist. Ebenso verhält es sich mit den Wandstärken im Bereich der ersten Verstärkung 22. Die Wandstärke H]_ im Bereich der ersten Verstärkung 22 ist gegenüber der Wandstärke Hg des angrenzenden Wandbereichs um wenigstens einen Faktor 1,2 größer, also ein Verhältnis von The wall thickness of the valve body 1 in the region of the valve seat 8 is equal to a thickness hg at the point where the piercing point 30 of the longitudinal axis 4 lies. In the area in which the valve sealing surface 10 of the valve needle 3 rests on the valve seat 8, the valve body 1 is thickened by the second reinforcement 23, so that there is a wall thickness perpendicular to the valve sealing surface 8 which is at least a factor of 1.2 the wall thickness is hg. There is no fixed upper limit for the ratio of the wall thicknesses hg and h ] _, but with a ratio h | _ / hg of about 2.0 are a reasonable upper limit. In absolute terms, the wall thicknesses in the area of the penetration point 30 are approximately hg = 1.0 mm, so that the wall thickness h ^ is thickened by at least 0.2 mm. The same applies to the wall thicknesses in the area of the first reinforcement 22. The wall thickness H ] _ in the area of the first reinforcement 22 is greater than the wall thickness Hg of the adjacent wall area by at least a factor of 1.2, ie a ratio of
In Figur 2 ist ein weiteres Ausführungsbeispiel des erfindungsgemäßen Kraftstoffeinspritzventils dargestellt. Der Ventilkörper 1 ist wieder im Längsschnitt gezeigt, wobei nur eine Hälfte des rotationssymmetrischen Ventilkörpers 1 gezeichnet ist. Die Ventilnadel 3 weist statt einer Ringnut und einer Konusfläche nur eine einzelne konische Ventildichtfläche 10 auf, die durch den Anpressdruck der Schließkraft in den konischen' Ventilsitz 8 gedrückt wird. Der Ventilsitz 8 ist durch eine zweite Verstärkung 23 verdickt, deren Anteil am Ventilkörper 1 durch eine gestrichelte Linie verdeutlicht ist. Die Wandstärke h]_ im Bereich der Einspritzkanäle 18 ist auch hier um wenigstens einen Faktor 1,2 größer als die Wandstärke hg am Durchstoßpunkt 30 der Längsachse 4. Mit zunehmender Wandstärke h]_ verlängert sich entsprechend die Länge der Einspritzkanäle 18, was jedoch nur begrenzt möglich ist: Ist der Einspritzkanal 18 zu lang, so wird der Kraftstoffström bei der Einspritzung zu stark gedrosselt und der effektiv wirksame Einspritzdruck vermindert sich. Um dies zu vermeiden sind im Ventilkörper 1 von außen Ausnehmungen 20 ausgebildet, die als Kegelsenkung ausgeführt sind und in die jeweils ein Einspritzkanal 18 mündet. Die wirksame Länge der Einspritzkanäle 18 ist somit geringer, da der Ö fnungswinkel der Kegelsenkung 20 so groß ist, dass der austretende Einspritzstrahl nicht die Wand der Kegelsenkung 20 berührt. Statt einer Kegelsenkung 20 mit einer streng konischen Außenwand sind auch andere Formen denkbar, beispielsweise zylindrische Ausnehmungen, die einen genügend großen Durchmesser aufweisen. Die Ausbildung der KegelSenkungen 20 kann beispielsweise durch Bohren oder Elektroerodieren geschehen.FIG. 2 shows a further exemplary embodiment of the fuel injection valve according to the invention. The valve body 1 is again shown in longitudinal section, only one half of the rotationally symmetrical valve body 1 being drawn. Instead of an annular groove and a conical surface, the valve needle 3 has only a single conical valve sealing surface 10, which is pressed into the conical valve seat 8 by the contact pressure of the closing force. The valve seat 8 is thickened by a second reinforcement 23, the proportion of which in the valve body 1 is illustrated by a dashed line. The wall thickness h ] _ in the area of the injection channels 18 is here also at least a factor 1.2 greater than the wall thickness hg am Puncture point 30 of the longitudinal axis 4. As the wall thickness h ] increases, the length of the injection channels 18 increases correspondingly, but this is only possible to a limited extent: if the injection channel 18 is too long, the fuel flow during the injection is throttled too much and the effectively effective injection pressure Decreases. To avoid this, recesses 20 are formed in the valve body 1 from the outside, which are designed as countersinking and into each of which an injection channel 18 opens. The effective length of the injection channels 18 is thus less, since the opening angle of the cone countersink 20 is so large that the emerging injection jet does not touch the wall of the cone countersink 20. Instead of a countersink 20 with a strictly conical outer wall, other shapes are also conceivable, for example cylindrical recesses which have a sufficiently large diameter. The taper countersinks 20 can be formed, for example, by drilling or electrical discharge machining.
In Figur 3 ist eine Außenansicht der brennraumseitigen Spitze des Ventilkörpers 1 eines weiteren Ausführungsbeispiels dargestellt. Statt verschiedener Ausnehmungen 20 ist hier nur eine einzige Ausnehmung in Form einer Ringnut 32 ausgebildet, die den Ventilkörper 1 auf seinem gesamten Umfang umgibt und in die sämtliche Einspritzkanäle 18 münden. Der Querschnitt der Ringnut 32 ist so bemessen, dass auch hier die Einspritzstrahlen nicht die Wand der Ringnut 32 berühren. FIG. 3 shows an external view of the tip of the valve body 1 on the combustion chamber side of a further exemplary embodiment. Instead of different recesses 20, only a single recess in the form of an annular groove 32 is formed here, which surrounds the valve body 1 over its entire circumference and into which all the injection channels 18 open. The cross section of the annular groove 32 is dimensioned such that the injection jets do not touch the wall of the annular groove 32 here either.

Claims

Ansprüche Expectations
1. Kraftstoffeinspritzventil für Brennkraftmaschinen mit einem Ventilkörper (1) , in dem eine Bohrung (5) ausgebildet ist, die an ihrem brennraumseitigen Ende von einem im wesentlichen konischen Ventilsitz begrenzt wird, und mit einer kolbenförmigen Ventilnadel (3), die in der Bohrung (5) längsverschiebbar angeordnet ist und die mit einer Ventildichtfläche (10) mit dem Ventilsitz (8) zusammenwirkt, und mit wenigstens einem Einspritzkanal (18) , der vom Ventilsitz (8) ausgeht und in den Brennraum der Brennkraftmaschine mündet, dadurch gekennzeichnet, dass der Ventilkörper (1) an dessen brennraumseitigen Endbereich eine Verstärkung (22) ausgebildet ist, die eine Wandstärke (h]_, H]_) aufweist, die um wenigstens einen Faktor 1,2 größer ist als die Wandstärke (hg, Hg) in dem an die Verstärkung (22) angrenzenden Wandbereich.1. Fuel injection valve for internal combustion engines with a valve body (1), in which a bore (5) is formed, which is delimited at its combustion chamber end by an essentially conical valve seat, and with a piston-shaped valve needle (3) which is in the bore ( 5) is arranged to be longitudinally displaceable and which cooperates with a valve sealing surface (10) with the valve seat (8), and with at least one injection channel (18) which starts from the valve seat (8) and opens into the combustion chamber of the internal combustion engine, characterized in that the Valve body (1) has a reinforcement (22) formed on its combustion chamber-side end region, which has a wall thickness (h ] _, H ] _) which is at least a factor of 1.2 greater than the wall thickness (hg, Hg) in the wall area adjacent to the reinforcement (22).
2. Kraftstoffeinspritzventil nach Anspruch 1, dadurch gekennzeichnet, dass im Bereich des Ventilsitzes (8) zumindest in einem Teilbereich eine Verstärkung (22) ausgebildet ist.2. Fuel injection valve according to claim 1, characterized in that a reinforcement (22) is formed in the region of the valve seat (8) at least in a partial region.
3. Kraftstoffeinspritzventil nach Anspruch 2, dadurch gekennzeichnet, dass an der Außenseite des Ventilkörpers3. Fuel injection valve according to claim 2, characterized in that on the outside of the valve body
(1) Ausnehmungen (20) vorgesehen sind, in die jeweils ein Einspritzkanal (18) mündet. Kraftstoffeinspritzventil nach Anspruch 3, dadurch gekennzeichnet, dass die Ausnehmungen die Form einer KegelSenkung (20) haben.(1) Recesses (20) are provided, into each of which an injection channel (18) opens. Fuel injection valve according to claim 3, characterized in that the recesses are in the form of a cone countersink (20).
Kraftstoffeinspritzventil nach Anspruch 4, dadurch gekennzeichnet, dass die Kegelsenkung (20) einen so großen Öffnungswinke1 aufweist, dass die Einspritzstrahlen, die aus den Einspritzkanälen (18) austreten, nicht an der Wand der jeweiligen Kegelsenkung (20) auftreffen.Fuel injection valve according to claim 4, characterized in that the cone countersink (20) has such a large opening angle 1 that the injection jets emerging from the injection channels (18) do not strike the wall of the respective cone countersink (20).
Kraftstoffeinspritzventil nach Anspruch 2, dadurch gekennzeichnet, dass an der Außenseite des Ventilkörpers (1) eine Ausnehmung (20) in Form einer Ringnut (32) ausgebildet ist, die den gesamten Umfang des Ventilkörpers (1) umläuft und in die die Einspritzkanäle (18) münden.Fuel injection valve according to Claim 2, characterized in that on the outside of the valve body (1) there is a recess (20) in the form of an annular groove (32) which runs around the entire circumference of the valve body (1) and into which the injection channels (18) lead.
Kraftstoffeinspritzventil nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die Länge des Einspritzkanals (18) zumindest annähernd der Wandstärke (hg) des Ventilkörpers (1) im Bereich des Durchstoßpunktes (30) der Längsachse (4) entspricht.Fuel injection valve according to one of Claims 1 to 5, characterized in that the length of the injection channel (18) corresponds at least approximately to the wall thickness (hg) of the valve body (1) in the region of the penetration point (30) of the longitudinal axis (4).
Kraftstoffeinspritzventil nach Anspruch 1, dadurch gekennzeichnet, dass die Verstärkung (22) am brennraumseitigen Endabschnitt der Bohrung (5) an der Innenwand ausgebildet ist, wobei die Verstärkung (22) an den Ventilsitz (8) grenzt.Fuel injection valve according to claim 1, characterized in that the reinforcement (22) is formed on the combustion chamber end portion of the bore (5) on the inner wall, the reinforcement (22) adjoining the valve seat (8).
Kraftstoffeinspritzventil nach Anspruch 8, dadurch gekennzeichnet, dass an der Ventilnadel (3) im Bereich der Verstärkung (22) verjüngt ist, so dass die Breite des zwischen der Innenwand der Bohrung (5) und der Ventilnadel (3) gebildeten Ringspalts im Bereich der Verstärkung zumindest annähernd gleich ist wie in dem brennraumabgewandt an die Verstärkung (22) grenzenden Bereich der Bohrung (5) . Fuel injection valve according to Claim 8, characterized in that the valve needle (3) is tapered in the region of the reinforcement (22), so that the width of the annular gap formed between the inner wall of the bore (5) and the valve needle (3) is in the region of the reinforcement is at least approximately the same as that The area of the bore (5) bordering the reinforcement (22) facing away from the combustion chamber.
EP03729812A 2002-05-02 2003-03-21 Fuel injection valve for internal combustion engines Expired - Lifetime EP1504189B1 (en)

Applications Claiming Priority (3)

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DE2002119608 DE10219608A1 (en) 2002-05-02 2002-05-02 Fuel injection valve for internal combustion engines
DE10219608 2002-05-02
PCT/DE2003/000936 WO2003093669A1 (en) 2002-05-02 2003-03-21 Fuel injection valve for internal combustion engines

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EP1504189A1 true EP1504189A1 (en) 2005-02-09
EP1504189B1 EP1504189B1 (en) 2007-07-04

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DE102007051408A1 (en) 2007-10-25 2009-05-28 Prelatec Gmbh Method for drilling holes of defined geometries by means of laser radiation
WO2010121767A1 (en) * 2009-04-20 2010-10-28 Prelatec Gmbh Nozzle having at least one spray hole for vaporizing fluids
DE102011077268A1 (en) * 2011-06-09 2012-12-13 Robert Bosch Gmbh Injection valve for internal combustion engines
DE102012211459A1 (en) * 2012-07-03 2014-01-09 Robert Bosch Gmbh Fuel injection valve with improved spray hole
DE102013220917A1 (en) * 2013-10-15 2015-04-16 Continental Automotive Gmbh injection

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DE3306078A1 (en) * 1983-02-22 1984-08-23 Robert Bosch Gmbh, 7000 Stuttgart FUEL INJECTION NOZZLE FOR INTERNAL COMBUSTION ENGINES
JP2819702B2 (en) * 1989-12-12 1998-11-05 株式会社デンソー Fuel injection valve
DE4025542A1 (en) * 1990-08-11 1992-02-13 Kloeckner Humboldt Deutz Ag Method for operating self-igniting IC engine - involves pre- and main fuel injection and combustion chamber
DE4200709A1 (en) * 1992-01-14 1993-07-15 Bosch Gmbh Robert FUEL INJECTION NOZZLE FOR INTERNAL COMBUSTION ENGINES
JPH07224739A (en) * 1994-02-15 1995-08-22 Nissan Motor Co Ltd Fuel injection nozzle
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