EP1671028B1 - Valve for controlling a connection in a high-pressure liquid system, particularly a fuel injection device for an internal combustion engine - Google Patents

Valve for controlling a connection in a high-pressure liquid system, particularly a fuel injection device for an internal combustion engine Download PDF

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Publication number
EP1671028B1
EP1671028B1 EP04762589A EP04762589A EP1671028B1 EP 1671028 B1 EP1671028 B1 EP 1671028B1 EP 04762589 A EP04762589 A EP 04762589A EP 04762589 A EP04762589 A EP 04762589A EP 1671028 B1 EP1671028 B1 EP 1671028B1
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EP
European Patent Office
Prior art keywords
valve
valve member
longitudinal axis
sealing surface
pressure chamber
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 - Fee Related
Application number
EP04762589A
Other languages
German (de)
French (fr)
Other versions
EP1671028A1 (en
Inventor
Nestor Rodriguez-Amaya
Christoph Hollmann
Michael Mennicken
Matthias Beck
Hubert Greif
Falk-Alexander Petry
Thilo Rzymann
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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Filing date
Publication date
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Publication of EP1671028A1 publication Critical patent/EP1671028A1/en
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Publication of EP1671028B1 publication Critical patent/EP1671028B1/en
Anticipated expiration legal-status Critical
Expired - Fee Related 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
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift
    • F02M61/205—Means specially adapted for varying the spring tension or assisting the spring force to close the injection-valve, e.g. with damping of valve lift
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/023—Injectors structurally combined with fuel-injection pumps characterised by the pump drive mechanical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F02M63/0035—Poppet valves, i.e. having a mushroom-shaped valve member that moves perpendicularly to the plane of the valve seat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0045—Three-way valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0073—Pressure balanced valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0078—Valve member details, e.g. special shape, hollow or fuel passages in the valve member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/04—Fuel-injection apparatus having means for avoiding effect of cavitation, e.g. erosion

Definitions

  • the invention relates to a valve for controlling a connection in a high-pressure fluid system, in particular a fuel injection device of an internal combustion engine, according to the preamble of claim 1.
  • valve is through the US 6,364,282 B known.
  • This valve is for controlling a connection in a fuel injection device for an internal combustion engine.
  • the valve has a valve member, which is displaceably guided in the direction of its longitudinal axis and which projects into a valve pressure chamber in which at least temporarily high pressure prevails.
  • the valve member has in the valve pressure chamber on a transversely to its longitudinal axis extending end face on a sealing surface, with which it cooperates with a transverse to its longitudinal axis valve seat for at least substantially closing an opening surrounded by the valve seat relative to the valve pressure chamber.
  • a connection to a low-pressure region adjoins the opening, wherein the valve member has a pin projecting into the connection through which liquid flowing out of the valve pressure chamber is conducted in the case of valve member lifted off with its sealing surface from the valve seat, so that at least approximately none or only through this a small resultant force is exerted on the valve member in the direction of its longitudinal axis.
  • the sealing surface of the valve member and the valve seat are each formed conically with different cone angles and at lifted off with its sealing surface from the valve seat valve member results radially inwardly an increasing distance between the sealing surface and the valve seat. Therefore, the flow through the valve is not optimal.
  • a valve having the features of the preamble of claim 1 is also by the US 4 653 455 A known. Also in this valve, the sealing surface of the valve member and the valve seat are conical and at lifted off with its sealing surface from the valve seat valve member results in an approximately constant distance between the sealing surface and the valve seat. Therefore, even with this valve, the flow is not optimal.
  • FIG. 1 a fuel injection device for an internal combustion engine in a longitudinal section in a simplified representation with a
  • valve according to the invention with the features of claim 1 has the advantage that the flow through the valve is improved and an at least approximately cavitation-free liquid flow on the valve member and the valve seat is made possible along.
  • FIG. 2 in an enlarged view the valve in a longitudinal section according to a first embodiment not according to the invention
  • FIG. 3 a comparison with the first embodiment modified non-inventive embodiment of the valve
  • FIG. 4 the valve in a longitudinal section according to a first embodiment of the invention
  • FIG. 5 the valve according to the first embodiment with a liquid flow
  • FIG. 6 the valve according to a modified embodiment of the invention compared to the first embodiment.
  • FIG. 1 a fuel injection device for an internal combustion engine of a motor vehicle is shown.
  • the internal combustion engine is preferably a self-igniting internal combustion engine.
  • the fuel injection device is designed for example as a so-called pump-nozzle unit and has for each cylinder of the internal combustion engine in each case a high-pressure fuel pump 10 and a fuel injection valve 12 connected thereto, which form a common structural unit.
  • the fuel injector may be formed as a so-called pump-line-nozzle system in which the high-pressure fuel pump and the fuel injection valve of each cylinder are arranged separately from each other and connected to each other via a line.
  • the fuel injection device can also be designed as a storage injection system, in which by means of a high-pressure pump fuel is conveyed into a memory to which at least one injector is connected, to which a control valve is angeorndet, which is designed as the valve 70 described below.
  • the valve 70 described below can also be used in a storage injection system in which a pressure booster is provided, which is preferably integrated near the injector or in the injector, wherein the Valve 70 is provided for controlling the pressure booster.
  • the high-pressure fuel pump 10 has a pump body 14 with a cylinder bore 16, in which a pump piston 18 is tightly guided, which is at least indirectly driven by a cam 20 of a camshaft of the internal combustion engine against the force of a return spring 19 in a lifting movement.
  • the pump piston 18 defines in the cylinder bore 16 a pump working chamber 22, in which the delivery stroke of the pump piston 18 compresses fuel under high pressure.
  • the pump working chamber 22 is supplied with fuel from a fuel tank 24 of the motor vehicle.
  • the fuel injection valve 12 has a connected to the pump body 14 valve body 26 which may be formed in several parts, and in which an injection valve member 28 is guided longitudinally displaceably in a bore 30.
  • the valve body 26 At its end region facing the combustion chamber of the cylinder of the internal combustion engine, the valve body 26 has at least one, preferably a plurality of injection openings 32.
  • the injection valve member 28 has, at its end region facing the combustion chamber, an approximately conical sealing surface 34, for example, which cooperates with a valve seat 36 formed in the valve body 26 in its end region facing the combustion chamber, from or after which the injection openings 32 are discharged.
  • annular space 38 is present between the injection valve member 28 and the bore 30 toward the valve seat 36, which merges in its end region remote from the valve seat 36 by a radial widening of the bore 30 into a pressure chamber 40 surrounding the injection valve member 28.
  • the injection valve member 28 has at the level of the pressure chamber 40 by a cross-sectional reduction on a pressure shoulder 42.
  • a prestressed closing spring 44 At the end remote from the combustion chamber of the injection valve member 28 engages a prestressed closing spring 44, through which the injection valve member 28th is pressed toward the valve seat 36.
  • the closing spring 44 is arranged in a spring chamber 46 of the valve body 26, which adjoins the bore 30.
  • a further bore 48 in which a control piston 50 is guided tightly, which is connected to the injection valve member 28.
  • the bore 48 forms a control pressure chamber 52, which is limited by the control piston 50 as a movable wall.
  • the control piston 50 is supported on the injection valve member 28 via a piston rod 51, which is smaller in diameter, and can be connected to the injection valve member 28.
  • the control piston 50 may be formed integrally with the injection valve member 28, but is preferably connected to the injection valve member 28 as a separate part for reasons of assembly.
  • a channel 60 to the pressure chamber 40 of the fuel injection valve 12.
  • a channel 62 leads to the control pressure chamber 52.
  • the control pressure chamber 52 is also a channel 64 connectable, which connects to a discharge space forms than can serve at least indirectly, the fuel tank 24 or another area in which a low pressure prevails.
  • a connection 66 leads to a discharge space, which is controlled by a first electrically actuated control valve 68.
  • the control valve 68 may, as in FIG. 1 may be formed as a 2/2-way valve.
  • the circuit of the control valve 68 between its two switching positions is effected by an actuator 69 which For example, it may be an electromagnet against a return spring.
  • a second electrically operated control valve 70 is provided for controlling the pressure in the control pressure chamber 52.
  • the second control valve 70 is designed as a 3/2-way valve, which can be switched between two switching positions. In a first switching position of the control valve 70 is connected by this the control pressure chamber 52 to the pump chamber 22 and separated from the discharge chamber 24 and in a second switching position of the control valve 70 is separated by this the control pressure chamber 52 from the pump working chamber 22 and connected to the discharge chamber 24.
  • a throttle point 63 is provided in the connection 64 of the control pressure chamber 52 with the discharge chamber 24, a throttle point 65 is provided.
  • the orifice 63 may be located in the connection 62 upstream of the control valve 70 or as in FIG FIG.
  • the control valve 70 has an actuator 71, which may be an electromagnet, a piezoelectric actuator or a magnetostrictive actuator, and by means of which the control valve 70 can be switched over against a return spring between its two switching positions.
  • the two control valves 68,70 are controlled by an electronic control device 67.
  • the second control valve 70 will be described below with reference to FIG. 2 explained in more detail.
  • the control valve 70 has a valve member 72 which is displaceably guided in the direction of its longitudinal axis 73 via a shaft 74 and which protrudes into a valve pressure chamber 77 with an enlarged end portion 75 in diameter relative to the shaft 74.
  • the connection 62 opens to the pump working space 22 and on the other hand, the connection 64 to the relief space 24.
  • the connection 62 extends as a formed between the shaft 74 and a surrounding hole 76 annular gap.
  • the bore 76 is formed smaller in diameter than the valve pressure chamber 77.
  • the formed in the form of a channel or a bore connection 64 opens into an opening 78 in the valve pressure chamber 77 and is surrounded by a surface 79 which is transversely, preferably at least approximately perpendicular to the longitudinal axis 73 of the valve member 72 extends and forms a valve seat.
  • the valve member 72 has towards the valve seat 79 towards an at least approximately cylindrical projection 80, whose end face forms a sealing surface 81 which extends transversely, preferably at least approximately perpendicular to the longitudinal axis 73 of the valve member 72.
  • the boss 80 has a smaller diameter than the end portion 75 of the valve member 72, but the diameter of the boss 80 is greater than that of the aperture 78.
  • the sealing surface 81 extends as in FIG. 2 represented starting from the outer edge of the valve member 72 radially inwardly inclined so that the distance between the latter and the valve seat 79 in the direction of the longitudinal axis 73 of the valve member 72 increases. On the sealing surface 81, a narrow sealing edge is thereby formed at the outer edge thereof, with which the sealing surface 81 comes into contact with the valve seat 79.
  • bore 64 protruding pin 83 is arranged, which is preferably integrally formed on the valve member 72. The diameter of the bore 64 can then be increased to the opening 78, as in FIG. 2 is shown.
  • the pin 83 is designed in such a way that the fuel flowing out of the valve pressure chamber 77 when the control valve 70 is open is diverted in such a way that at least substantially no or only a small resultant force in the direction thereof is present the longitudinal axis 73 is exerted on the valve member 72.
  • the pin 83 extends in the direction of the longitudinal axis 73 of the valve member 72 to the level of the sealing surface 81. The transition from the inner edge of the sealing surface 81 to the pin 83 extends as in FIG. 2 shown rounded.
  • the pin 83 By means of the pin 83, the fuel flowing out of the valve pressure chamber 77, which initially flows approximately radially inward along the sealing surface 81, is diverted in such a way that it then flows into the bore 64 approximately in the direction of the longitudinal axis 73 of the valve member 72.
  • the fuel flow is thus initially deflected by the pin 83 by about 90 °.
  • the pin 83 has to its projecting into the bore 64 end toward a thickening 84, so that there the fuel flow is deflected again and this at an angle ⁇ inclined to the longitudinal axis 73 of the valve member 72 extends away from this.
  • the angle ⁇ can be between greater than 0 ° and about 90 ° or even more than 90 °.
  • the pin 83 may have between its thickening 84 and the sealing surface 81 has a circumferential annular groove 85 through which in the direction of the longitudinal axis 73 of the valve member 72 facing side surfaces, the deflection of the fuel flow is effected. Due to the multiple deflection of the fuel flow at the side surfaces of the annular groove 85, the forces caused during the deflection on the valve member 72 in the direction of its longitudinal axis 73 at least approximately equal, so that on the valve member 72 a total of at least approximately or only a small force in Direction of the longitudinal axis 73 is generated by the fuel flow.
  • the transitions between the side surfaces of the annular groove 85 to the bottom of the annular groove 85 and the circumference of the pin 83 are each rounded in order to minimize flow losses.
  • a conical transition surface 87 is provided, which forms a second valve seat.
  • a second conical sealing surface 88 which cooperates with the valve seat 87 for controlling the connection 62.
  • the valve member 72 In the second switching position of the control valve 70, the valve member 72 abuts with its second sealing surface 88 on the second valve seat 87, so that the connection 62 is separated to the pump working chamber 22.
  • the valve member 72 In the first switching position of the control valve 70, the valve member 72 is arranged with its second sealing surface 88 at a distance from the second valve seat 87, so that the connection 62 is open to the pump working chamber 22.
  • the valve member 72 abuts with its sealing surface 81 on the valve seat 79.
  • valve member 72 can be moved by the actuator 71 in a third switching position in which it is located between its two above-described switching positions.
  • valve member 72 By the valve member 72 while a connection of the valve pressure chamber 77 is released with the low-pressure region with a low flow cross-section, can flow only throttled on the fuel from the valve pressure chamber 77.
  • valve member 72 When arranged in its third switching position valve member 72 thus the pressure build-up in the control pressure chamber 52 is influenced such that in the control pressure chamber 52, a higher pressure prevails than arranged in its first switching position valve member 72, but a lower pressure prevails than in its second switching position arranged valve member 72nd
  • the control valve 70 is designed as a 3/3-way valve.
  • FIG. 3 is a modified non-inventive embodiment of the control valve 70 shown, in which the conical valve seat 87 and the conical sealing surface 88 of the valve member 72 omitted.
  • the valve member 72 is designed to control the connection 62 as a slide valve member.
  • the valve member 72 can be closed the connection 62 with its end portion 75 dive tight into the bore 76, whereby the connection 62 is closed.
  • the valve member 72 is dipped with its end portion 75 from the bore 76 and disposed in the valve pressure chamber 77, so the connection 62 is released.
  • FIG. 4 the control valve 70 is shown according to a first embodiment of the invention, in which the construction is substantially the same as in the embodiment according to FIG. 2
  • the formation of the sealing surface 81 is modified.
  • the formation of the pin 83 of the valve member 72 is the same as in the embodiment according to Figure 2
  • the sealing surface 81 is formed such that in an outer region 181, starting from its outer edge, it approaches the valve seat 79 radially inwards.
  • the region 181 of the sealing surface 81 is inclined at an angle ⁇ to a radial plane to the longitudinal axis 73 of the valve member 72, which is preferably at least approximately 5 °.
  • the region 181 of the sealing surface 81 has a radial extension 11, which is preferably about 0.3 mm with a diameter d of the valve member 72 of about 2.5 mm.
  • the sealing surface 81 is formed in a second region 281 adjoining its first region 181 in such a way that it is remote from the valve seat 79.
  • the second region 281 of the sealing surface 81 is inclined at an angle ⁇ to the radial plane, which is preferably at least approximately 2 °.
  • the second region 281 of the sealing surface 81 has a radial extent 12, which is preferably about 0.6 mm.
  • a flow inlet region is formed in its first region 181, in which the fuel flowing out of the valve pressure chamber 77 is introduced into the smallest flow cross section between the sealing surface 81 and the valve seat 79, and in its second region 281 a flow outlet region is formed in which the fuel is out the smallest flow cross-section is discharged.
  • the valve seat 79 is at least approximately flat as in the first embodiment and lies in a radial plane with respect to the longitudinal axis 73 of the valve member 72.
  • the transition from the shell of the projection 80 of the valve member 72 to the first region 181 of the sealing surface 81 is preferably rounded with a radius R, like this in FIG. 4 is shown.
  • valve member 72 according to the second embodiment becomes clear. While in the valve member 72 according to the first embodiment flow separations occur at the entrance of the flow in the narrowest flow area between the sealing surface 81 and the valve seat 79, such flow separation in the valve member 72 according to the second embodiment, or at least only to a lesser extent. As a result, the flow losses are reduced and it is achieved a cavitation-free flow.
  • the control valve 70 is shown in accordance with a modified embodiment compared to the first embodiment.
  • the sealing surface 81 on the valve member is at least approximately planar and lies in a radial plane with respect to the longitudinal axis 73 of the valve member 72.
  • the valve seat 79 is formed such that it in an outer region 179, starting from its outer edge radially inwardly of the sealing surface 81st approaches.
  • the region 179 of the valve seat 79 is inclined at an angle ⁇ to a radial plane to the longitudinal axis 73 of the valve member 72, which is preferably at least approximately 5 °.
  • the area 179 of the valve seat 79 has, starting from the outer edge of the sealing surface 81 of the valve member, a radial extent 11, which is preferably about 0.3 mm with a diameter d of the valve member 72 of about 2.5 mm.
  • the valve seat 79 is in a subsequent to the first region 179 second region 279 such formed so that it moves away from the sealing surface 81.
  • the second region 279 of the valve seat 279 is inclined at an angle ⁇ to the radial plane, which is preferably at least approximately 2 °.
  • the second region 279 of the valve seat 79 has a radial extension 12, which is preferably about 0.6 mm.
  • the fuel injector During the suction stroke of the pump piston 18, this fuel is supplied from the fuel tank 24.
  • the fuel injection begins with a pilot injection, wherein the first control valve 68 is closed by the control device 67, so that the pump working chamber 22 is separated from the discharge chamber 24.
  • the control device 67 also the second control valve 70 is brought into its second switching position, so that the control pressure chamber 52 is connected to the discharge chamber 24 and separated from the pump working chamber 22. In this case, no high pressure can build up in the control pressure chamber 52.
  • control unit makes the second Control valve 70 brought into its first switching position, so that the control pressure chamber 52 is separated from the discharge chamber 24 and connected to the pump working chamber 22.
  • the first control valve 68 remains in its closed position. High pressure builds up in the control pressure chamber 52 as in the pump working chamber 22, so that a large pressure force in the closing direction acts on the control piston 50 and the injection valve member 28 is moved into its closed position.
  • the second control valve 70 is brought by the control device 67 in its second switching position, so that the control pressure chamber 52 is connected to the discharge chamber 24 and separated from the pump working chamber 22.
  • the fuel injection valve 12 then opens due to the reduced pressure force on the control piston 50 and the injection valve member 28 moves to its open position.
  • the second control valve 70 is brought by the control device 67 in its first switching position, so that the control pressure chamber 52 is separated from the discharge chamber 24 and connected to the pump working chamber 22 and builds up in this high pressure and acting on the control piston 50 force the fuel injection valve 12 is closed.
  • a post-injection can still take place, to which the second control valve 70 is brought into its second switching position.
  • the second control valve 70 is returned to its first switching position and / or the first control valve 68 is opened.
  • control valve 70 may also in other fuel injectors or High pressure fluid systems are used to control a connection.
  • the control valve 70 may also be designed as a 2/2-way valve, a 2/3-way valve or a 3/3-way valve.

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

Abstract

Disclosed is a valve comprising a valve member (72) that is guided so as to be movable in the direction of the longitudinal axis (73) thereof, extends into a valve pressure chamber (77), and is provided with a sealing surface (81) on a face which runs perpendicular to the longitudinal axis (73) thereof inside the valve pressure chamber (77). Said sealing surface (81) of the valve member (72) cooperates with a valve seat (79) that runs perpendicular to the longitudinal axis (73) thereof so as to at least largely close an opening (78) which is surrounded by the valve seat (79) relative to the valve pressure chamber (77). A connection (64) to a low-pressure area lies immediately next to said opening (78). The inventive valve member (72) is also provided with a peg (83) which extends into the connection (64) and by means of which liquid that flows out of the valve pressure chamber (77) when the sealing surface (81) of the valve member (72) is lifted from the valve seat (79) is directed in such a way that said liquid applies at least nearly no resulting force onto the valve member (72) in the direction of the longitudinal axis (73) thereof.

Description

Die Erfindung geht aus von einem Ventil zur Steuerung einer Verbindung in einem Hochdruckflüssigkeitssystem, insbesondere einer Kraftstoffeinspritzeinrichtung einer Brennkraftmaschine, nach der Gattung des Anspruchs 1.The invention relates to a valve for controlling a connection in a high-pressure fluid system, in particular a fuel injection device of an internal combustion engine, according to the preamble of claim 1.

Ein solches Ventil ist durch die US 6 364 282 B bekannt. Dieses Ventil dient zur Steuerung einer Verbindung in einer Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine. Das Ventil weist ein Ventilglied auf, das in Richtung seiner Längsachse verschiebbar geführt ist und das in einen Ventildruckraum ragt, in dem zumindest zeitweise Hochdruck herrscht. Das Ventilglied weist im Ventildruckraum an einer quer zu seiner Längsachse verlaufenden Stirnseite eine Dichtfläche auf, mit der es mit einem quer zu seiner Längsachse verlaufenden Ventilsitz zum zumindest weitgehenden Verschließen einer vom Ventilsitz umgebenen Öffnung gegenüber dem Ventildruckraum zusammenwirkt. An die Öffnung schließt sich eine Verbindung zu einem Niederdruckbereich an, wobei das Ventilglied einen in die Verbindung ragenden Zapfen aufweist, durch den bei mit seiner Dichtfläche vom Ventilsitz abgehobenem Ventilglied aus dem Ventildruckraum abströmende Flüssigkeit derart geleitet wird, dass durch diese zumindest annähernd keine oder nur eine geringe resultierende Kraft auf das Ventilglied in Richtung seiner Längsachse ausgeübt wird. Die Dichtfläche des Ventilglieds und der Ventilsitz sind jeweils konisch ausgebildet mit unterschiedlichen Konuswinkeln und bei mit seiner Dichtfläche vom Ventilsitz abgehobenem Ventilglied ergibt sich radial nach innen ein zunehmender Abstand zwischen der Dichtfläche und dem Ventilsitz. Daher ist die Durchströmung des Ventils nicht optimal.Such a valve is through the US 6,364,282 B known. This valve is for controlling a connection in a fuel injection device for an internal combustion engine. The valve has a valve member, which is displaceably guided in the direction of its longitudinal axis and which projects into a valve pressure chamber in which at least temporarily high pressure prevails. The valve member has in the valve pressure chamber on a transversely to its longitudinal axis extending end face on a sealing surface, with which it cooperates with a transverse to its longitudinal axis valve seat for at least substantially closing an opening surrounded by the valve seat relative to the valve pressure chamber. A connection to a low-pressure region adjoins the opening, wherein the valve member has a pin projecting into the connection through which liquid flowing out of the valve pressure chamber is conducted in the case of valve member lifted off with its sealing surface from the valve seat, so that at least approximately none or only through this a small resultant force is exerted on the valve member in the direction of its longitudinal axis. The sealing surface of the valve member and the valve seat are each formed conically with different cone angles and at lifted off with its sealing surface from the valve seat valve member results radially inwardly an increasing distance between the sealing surface and the valve seat. Therefore, the flow through the valve is not optimal.

Ein Ventil mit den Merkmalen des Oberbegriffs des Anspruchs 1 ist auch durch die US 4 653 455 A bekannt. Auch bei diesem Ventil sind die Dichtfläche des Ventilglieds und der Ventilsitz konisch ausgebildet und bei mit seiner Dichtfläche vom Ventilsitz abgehobenem Ventilglied ergibt sich ein etwa konstanter Abstand zwischen der Dichtfläche und dem Ventilsitz. Daher ist auch bei diesem Ventil die Durchströmung nicht optimal.A valve having the features of the preamble of claim 1 is also by the US 4 653 455 A known. Also in this valve, the sealing surface of the valve member and the valve seat are conical and at lifted off with its sealing surface from the valve seat valve member results in an approximately constant distance between the sealing surface and the valve seat. Therefore, even with this valve, the flow is not optimal.

In den abhängigen Ansprüchen sind vorteilhafte Ausgestaltungen und Weiterbildungen des erfindungsgemäßen Ventils angegeben. Die Ausbildung gemäß Anspruch 2 ermöglicht eine einfache Ausbildung des Zapfens zur Erzielung der angestrebten Wirkung.In the dependent claims advantageous refinements and developments of the valve according to the invention are given. The embodiment of claim 2 allows a simple design of the pin to achieve the desired effect.

Zeichnungdrawing

Mehrere Ausführungsbeispiele der Erfindung sind in der Zeichnung dargestellt und in der nachfolgenden Beschreibung näher erläutert. Es zeigen Figur 1 eine Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine in einem Längsschnitt in vereinfachter Darstellung mit einemSeveral embodiments of the invention are illustrated in the drawings and explained in more detail in the following description. Show it FIG. 1 a fuel injection device for an internal combustion engine in a longitudinal section in a simplified representation with a

Vorteile der ErfindungAdvantages of the invention

Das erfindungsgemäße Ventil mit den Merkmalen des Anspruchs 1 hat demgegenüber den Vorteil, dass die Durchströmung des Ventils verbessert ist und eine zumindest annähernd kavitationsfreie Flüssigkeitsströmung am Ventilglied und am Ventilsitz entlang ermöglicht ist. Ventil, Figur 2 in vergrößerter Darstellung das Ventil in einem Längsschnitt gemäß einer ersten nicht erfindungsgemäßen Ausführung, Figur 3 eine gegenüber der ersten Ausführung modifizierte nicht erfindungsgemäße Ausführung des Ventils, Figur 4 das Ventil in einem Längsschnitt gemäß einem ersten Ausführungsbeispiel der Erfindung, Figur 5 das Ventil gemäß dem ersten Ausführungsbeispiel mit einer Flüssigkeitsströmung und Figur 6 das Ventil gemäß einer gegenüber dem ersten Ausführungsbeispiel modifizierten erfindungsgemäßen Ausführung.The valve according to the invention with the features of claim 1 has the advantage that the flow through the valve is improved and an at least approximately cavitation-free liquid flow on the valve member and the valve seat is made possible along. Valve, FIG. 2 in an enlarged view the valve in a longitudinal section according to a first embodiment not according to the invention, FIG. 3 a comparison with the first embodiment modified non-inventive embodiment of the valve, FIG. 4 the valve in a longitudinal section according to a first embodiment of the invention, FIG. 5 the valve according to the first embodiment with a liquid flow and FIG. 6 the valve according to a modified embodiment of the invention compared to the first embodiment.

Beschreibung der AusführungsbeispieleDescription of the embodiments

In Figur 1 ist eine Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine eines Kraftfahrzeugs dargestellt. Die Brennkraftmaschine ist vorzugsweise eine selbstzündende Brennkraftmaschine. Die Kraftstoffeinspritzeinrichtung ist beispielsweise als sogenannte Pumpe-Düse-Einheit ausgebildet und weist für jeden Zylinder der Brennkraftmaschine jeweils eine Kraftstoffhochdruckpumpe 10 und ein mit dieser verbundenes Kraftstoffeinspritzventil 12 auf, die eine gemeinsame Baueinheit bilden. Alternativ kann die Kraftstoffeinspritzeinrichtung auch als sogenanntes Pumpe-Leitung-Düse-System ausgebildet sein, bei dem die Kraftstoffhochdruckpumpe und das Kraftstoffeinspritzventil jedes Zylinders getrennt voneinander angeordnet und über eine Leitung miteinander verbunden sind. Weiterhin kann die Kraftstoffeinspritzeinrichtung auch als Speicher-Einspritzsystem ausgebildet sein, bei dem mittels einer Hochdruckpumpe Kraftstoff in einen Speicher gefördert wird, mit dem wenigstens ein Injektor verbunden ist, an dem ein Steuerventil angeorndet ist, das wie das nachfolgend beschriebene Ventil 70 ausgebildet ist. Das nachfolgend beschriebene Ventil 70 kann außerdem auch bei einem Speicher-Einspritzsystem verwendet werden, bei dem ein Druckübersetzer vorgesehen ist, der vorzugsweise nahe am Injektor oder in den Injektor integriert ist, wobei das Ventil 70 zur Steuerung des Druckübersetzers vorgesehen ist. Die Kraftstoffhochdruckpumpe 10 weist einen Pumpenkörper 14 mit einer Zylinderbohrung 16 auf, in der ein Pumpenkolben 18 dicht geführt ist, der zumindest mittelbar durch einen Nocken 20 einer Nockenwelle der Brennkraftmaschine entgegen der Kraft einer Rückstellfeder 19 in einer Hubbewegung angetrieben wird. Der Pumpenkolben 18 begrenzt in der Zylinderbohrung 16 einen Pumpenarbeitsraum 22, in dem beim Förderhub des Pumpenkolbens 18 Kraftstoff unter Hochdruck verdichtet wird. Dem Pumpenarbeitsraum 22 wird Kraftstoff aus einem Kraftstoffvorratsbehälter 24 des Kraftfahrzeugs zugeführt.In FIG. 1 a fuel injection device for an internal combustion engine of a motor vehicle is shown. The internal combustion engine is preferably a self-igniting internal combustion engine. The fuel injection device is designed for example as a so-called pump-nozzle unit and has for each cylinder of the internal combustion engine in each case a high-pressure fuel pump 10 and a fuel injection valve 12 connected thereto, which form a common structural unit. Alternatively, the fuel injector may be formed as a so-called pump-line-nozzle system in which the high-pressure fuel pump and the fuel injection valve of each cylinder are arranged separately from each other and connected to each other via a line. Furthermore, the fuel injection device can also be designed as a storage injection system, in which by means of a high-pressure pump fuel is conveyed into a memory to which at least one injector is connected, to which a control valve is angeorndet, which is designed as the valve 70 described below. The valve 70 described below can also be used in a storage injection system in which a pressure booster is provided, which is preferably integrated near the injector or in the injector, wherein the Valve 70 is provided for controlling the pressure booster. The high-pressure fuel pump 10 has a pump body 14 with a cylinder bore 16, in which a pump piston 18 is tightly guided, which is at least indirectly driven by a cam 20 of a camshaft of the internal combustion engine against the force of a return spring 19 in a lifting movement. The pump piston 18 defines in the cylinder bore 16 a pump working chamber 22, in which the delivery stroke of the pump piston 18 compresses fuel under high pressure. The pump working chamber 22 is supplied with fuel from a fuel tank 24 of the motor vehicle.

Das Kraftstoffeinspritzventil 12 weist einen mit dem Pumpenkörper 14 verbundenen Ventilkörper 26 auf, der mehrteilig ausgebildet sein kann, und in dem ein Einspritzventilglied 28 in einer Bohrung 30 längsverschiebbar geführt ist. Der Ventilkörper 26 weist an seinem dem Brennraum des Zylinders der Brennkraftmaschine zugewandten Endbereich wenigstens eine, vorzugsweise mehrere Einspritzöffnungen 32 auf. Das Einspritzventilglied 28 weist an seinem dem Brennraum zugewandten Endbereich eine beispielsweise etwa kegelförmige Dichtfläche 34 auf, die mit einem im Ventilkörper 26 in dessen dem Brennraum zugewandtem Endbereich ausgebildeten Ventilsitz 36 zusammenwirkt, von dem oder nach dem die Einspritzöffnungen 32 abführen. Im Ventilkörper 26 ist zwischen dem Einspritzventilglied 28 und der Bohrung 30 zum Ventilsitz 36 hin ein Ringraum 38 vorhanden, der in seinem dem Ventilsitz 36 abgewandten Endbereich durch eine radiale Erweiterung der Bohrung 30 in einen das Einspritzventilglied 28 umgebenden Druckraum 40 übergeht. Das Einspritzventilglied 28 weist auf Höhe des Druckraums 40 durch eine Querschnittsverringerung eine Druckschulter 42 auf. Am dem Brennraum abgewandten Ende des Einspritzventilglieds 28 greift eine vorgespannte Schließfeder 44 an, durch die das Einspritzventilglied 28 zum Ventilsitz 36 hin gedrückt wird. Die Schließfeder 44 ist in einem Federraum 46 des Ventilkörpers 26 angeordnet, der sich an die Bohrung 30 anschließt.The fuel injection valve 12 has a connected to the pump body 14 valve body 26 which may be formed in several parts, and in which an injection valve member 28 is guided longitudinally displaceably in a bore 30. At its end region facing the combustion chamber of the cylinder of the internal combustion engine, the valve body 26 has at least one, preferably a plurality of injection openings 32. The injection valve member 28 has, at its end region facing the combustion chamber, an approximately conical sealing surface 34, for example, which cooperates with a valve seat 36 formed in the valve body 26 in its end region facing the combustion chamber, from or after which the injection openings 32 are discharged. In the valve body 26, an annular space 38 is present between the injection valve member 28 and the bore 30 toward the valve seat 36, which merges in its end region remote from the valve seat 36 by a radial widening of the bore 30 into a pressure chamber 40 surrounding the injection valve member 28. The injection valve member 28 has at the level of the pressure chamber 40 by a cross-sectional reduction on a pressure shoulder 42. At the end remote from the combustion chamber of the injection valve member 28 engages a prestressed closing spring 44, through which the injection valve member 28th is pressed toward the valve seat 36. The closing spring 44 is arranged in a spring chamber 46 of the valve body 26, which adjoins the bore 30.

An den Federraum 46 schließt sich an dessen der Bohrung 30 abgewandtem Ende im Ventilkörper 26 eine weitere Bohrung 48 an, in der ein Steuerkolben 50 dicht geführt ist, der mit dem Einspritzventilglied 28 verbunden ist. Die Bohrung 48 bildet einen Steuerdruckraum 52, der durch den Steuerkolben 50 als bewegliche Wand begrenzt wird. Der Steuerkolben 50 stützt sich über eine gegenüber diesem im Durchmesser kleinere Kolbenstange 51 am Einspritzventilglied 28 ab und kann mit dem Einspritzventilglied 28 verbunden sein. Der Steuerkolben 50 kann einstückig mit dem Einspritzventilglied 28 ausgebildet, ist jedoch aus Gründen der Montage vorzugsweise als separates Teil mit dem Einspritzventilglied 28 verbunden.To the spring chamber 46 connects at its end facing away from the bore 30 in the valve body 26, a further bore 48, in which a control piston 50 is guided tightly, which is connected to the injection valve member 28. The bore 48 forms a control pressure chamber 52, which is limited by the control piston 50 as a movable wall. The control piston 50 is supported on the injection valve member 28 via a piston rod 51, which is smaller in diameter, and can be connected to the injection valve member 28. The control piston 50 may be formed integrally with the injection valve member 28, but is preferably connected to the injection valve member 28 as a separate part for reasons of assembly.

Vom Pumpenarbeitsraum 22 führt gemäß Figur 1 durch den Pumpenkörper 14 und den Ventilkörper 26 ein Kanal 60 zum Druckraum 40 des Kraftstoffeinspritzventils 12. Vom Pumpenarbeitsraum 22 oder vom Kanal 60 führt ein Kanal 62 zum Steuerdruckraum 52. Mit dem Steuerdruckraum 52 ist außerdem ein Kanal 64 verbindbar, der eine Verbindung zu einem Entlastungsraum bildet, als der zumindest mittelbar der Kraftstoffvorratsbehälter 24 oder ein anderer Bereich dienen kann, in dem ein geringer Druck herrscht. Vom Pumpenarbeitsraum 22 oder vom Kanal 60 führt eine Verbindung 66 zu einem Entlastungsraum ab, die durch ein erstes elektrisch betätigtes Steuerventil 68 gesteuert wird. Als Entlastungsraum kann zumindest mittelbar der Kraftstoffvorratsbehälter 24 oder ein anderer Niederdruckbereich dienen. Das Steuerventil 68 kann wie in Figur 1 dargestellt als 2/2-Wegeventil ausgebildet sein. Die Schaltung des Steuerventils 68 zwischen seinen beiden Schaltstellungen erfolgt durch einen Aktor 69, der beispielsweise ein Elektromagnet sein kann, gegen eine Rückstellfeder.From the pump working space 22 performs according FIG. 1 from the pump body 14 and the valve body 26, a channel 60 to the pressure chamber 40 of the fuel injection valve 12. From the pump chamber 22 or the channel 60, a channel 62 leads to the control pressure chamber 52. With the control pressure chamber 52 is also a channel 64 connectable, which connects to a discharge space forms than can serve at least indirectly, the fuel tank 24 or another area in which a low pressure prevails. From the pump working space 22 or from the channel 60, a connection 66 leads to a discharge space, which is controlled by a first electrically actuated control valve 68. As a relief space can at least indirectly serve the fuel tank 24 or another low pressure area. The control valve 68 may, as in FIG. 1 may be formed as a 2/2-way valve. The circuit of the control valve 68 between its two switching positions is effected by an actuator 69 which For example, it may be an electromagnet against a return spring.

Zur Steuerung des Drucks im Steuerdruckraum 52 ist ein zweites elektrisch betätigtes Steuerventil 70 vorgesehen. Das zweite Steuerventil 70 ist als 3/2-Wegeventil ausgebildet, das zwischen zwei Schaltstellungen umschaltbar ist. In einer ersten Schaltstellung des Steuerventils 70 ist durch dieses der Steuerdruckraum 52 mit dem Pumpenarbeitsraum 22 verbunden und vom Entlastungsraum 24 getrennt und in einer zweiten Schaltstellung des Steuerventils 70 ist durch dieses der Steuerdruckraum 52 vom Pumpenarbeitsraum 22 getrennt und mit dem Entlastungsraum 24 verbunden. In der Verbindung 62 des Steuerdruckraums 52 mit dem Pumpenarbeitsraum 22 ist eine Drosselstelle 63 vorgesehen und in der Verbindung 64 des Steuerdruckraums 52 mit dem Entlastungsraum 24 ist eine Drosselstelle 65 vorgesehen. Die Drosselstelle 63 kann in der Verbindung 62 stromaufwärts vor dem Steuerventil 70 oder wie in Figur 1 dargestellt in der Verbindung 62 stromabwärts nach dem Steuerventil 70 angeordnet sein. Das Steuerventil 70 weist einen Aktor 71 auf, der ein Elektromagnet, ein piezoelektrischer Aktor oder ein magnetostriktiver Aktor sein kann, und durch den das Steuerventil 70 gegen eine Rückstellfeder zwischen seinen beiden Schaltstellungen umgeschaltet werden kann. Die beiden Steuerventile 68,70 werden durch eine elektronische Steuereinrichtung 67 angesteuert.For controlling the pressure in the control pressure chamber 52, a second electrically operated control valve 70 is provided. The second control valve 70 is designed as a 3/2-way valve, which can be switched between two switching positions. In a first switching position of the control valve 70 is connected by this the control pressure chamber 52 to the pump chamber 22 and separated from the discharge chamber 24 and in a second switching position of the control valve 70 is separated by this the control pressure chamber 52 from the pump working chamber 22 and connected to the discharge chamber 24. In the connection 62 of the control pressure chamber 52 with the pump working chamber 22, a throttle point 63 is provided and in the connection 64 of the control pressure chamber 52 with the discharge chamber 24, a throttle point 65 is provided. The orifice 63 may be located in the connection 62 upstream of the control valve 70 or as in FIG FIG. 1 shown disposed in the connection 62 downstream of the control valve 70. The control valve 70 has an actuator 71, which may be an electromagnet, a piezoelectric actuator or a magnetostrictive actuator, and by means of which the control valve 70 can be switched over against a return spring between its two switching positions. The two control valves 68,70 are controlled by an electronic control device 67.

Das zweite Steuerventil 70 wird nachfolgend anhand der Figur 2 näher erläutert. Das Steuerventil 70 weist ein Ventilglied 72 auf, das in Richtung seiner Längsachse 73 über einen Schaft 74 verschiebbar geführt ist und das mit einem im Durchmesser gegenüber dem Schaft 74 vergrößerten Endbereich 75 in einen Ventildruckraum 77 ragt. In den Ventildruckraum 77 mündet einerseits die Verbindung 62 zum Pumpenarbeitsraum 22 und andererseits die Verbindung 64 zum Entlastungsraum 24. Die Verbindung 62 verläuft dabei als ein zwischen dem Schaft 74 und einer diesen umgebenden Bohrung 76 ausgebildeter Ringspalt. Die Bohrung 76 ist im Durchmesser kleiner ausgebildet als der Ventildruckraum 77. Die in Form eines Kanals oder einer Bohrung ausgebildete Verbindung 64 mündet in einer Öffnung 78 in den Ventildruckraum 77 und ist von einer Fläche 79 umgeben, die quer, vorzugsweise zumindest annähernd senkrecht zur Längsachse 73 des Ventilglieds 72 verläuft und die einen Ventilsitz bildet. Das Ventilglied 72 weist zum Ventilsitz 79 hin einen zumindest annähernd zylinderförmigen Ansatz 80 auf, dessen Stirnseite eine Dichtfläche 81 bildet, die quer, vorzugsweise zumindest annähernd senkrecht zur Längsachse 73 des Ventilglieds 72 verläuft. Der Ansatz 80 weist einen kleineren Durchmesser auf als der Endbereich 75 des Ventilglieds 72, wobei der Durchmesser des Ansatzes 80 jedoch größer ist als der der Öffnung 78.The second control valve 70 will be described below with reference to FIG. 2 explained in more detail. The control valve 70 has a valve member 72 which is displaceably guided in the direction of its longitudinal axis 73 via a shaft 74 and which protrudes into a valve pressure chamber 77 with an enlarged end portion 75 in diameter relative to the shaft 74. In the valve pressure chamber 77, on the one hand, the connection 62 opens to the pump working space 22 and on the other hand, the connection 64 to the relief space 24. The connection 62 extends as a formed between the shaft 74 and a surrounding hole 76 annular gap. The bore 76 is formed smaller in diameter than the valve pressure chamber 77. The formed in the form of a channel or a bore connection 64 opens into an opening 78 in the valve pressure chamber 77 and is surrounded by a surface 79 which is transversely, preferably at least approximately perpendicular to the longitudinal axis 73 of the valve member 72 extends and forms a valve seat. The valve member 72 has towards the valve seat 79 towards an at least approximately cylindrical projection 80, whose end face forms a sealing surface 81 which extends transversely, preferably at least approximately perpendicular to the longitudinal axis 73 of the valve member 72. The boss 80 has a smaller diameter than the end portion 75 of the valve member 72, but the diameter of the boss 80 is greater than that of the aperture 78.

Die Dichtfläche 81 verläuft wie in Figur 2 dargestellt ausgehend vom äußeren Rand des Ventilglieds 72 radial nach innen derart geneigt, dass der Abstand zwischen dieser und dem Ventilsitz 79 in Richtung der Längsachse 73 des Ventilglieds 72 zunimmt. An der Dichtfläche 81 ist dadurch an deren äußerem Rand eine schmale Dichtkante gebildet, mit der die Dichtfläche 81 am Ventilsitz 79 zur Anlage kommt. Am Ventilglied 72 ist ein in die sich an die Öffnung 78 anschließende Bohrung 64 hineinragender Zapfen 83 angeordnet, der vorzugsweise einstückig am Ventilglied 72 angeformt ist. Der Durchmesser der Bohrung 64 kann anschließend an die Öffnung 78 vergrößert sein, wie dies in Figur 2 dargestellt ist. Der Zapfen 83 ist derart ausgebildet, dass durch diesen bei geöffnetem Steuerventil 70 aus dem Ventildruckraum 77 abströmender Kraftstoff derart umgeleitet wird, dass durch diesen zumindest im wesentlichen keine oder nur eine geringe resultierende Kraft in Richtung der Längsachse 73 auf das Ventilglied 72 ausgeübt wird. Der Zapfen 83 erstreckt sich in Richtung der Längsachse 73 des Ventilglieds 72 bis auf Höhe von dessen Dichtfläche 81. Der Übergang vom inneren Rand der Dichtfläche 81 zum Zapfen 83 verläuft wie in Figur 2 dargestellt gerundet. Durch den Zapfen 83 wird somit der aus dem Ventildruckraum 77 abströmende Kraftstoff der zunächst entlang der Dichtfläche 81 etwa radial nach innen strömt derart umgeleitet, dass dieser anschließend etwa in Richtung der Längsachse 73 des Ventilglieds 72 in die Bohrung 64 strömt. Die Kraftstoffströmung wird durch den Zapfen 83 somit zunächst um etwa 90° umgelenkt. Der Zapfen 83 weist zu seinem in die Bohrung 64 ragenden Ende hin eine Verdickung 84 auf, so dass dort die Kraftstoffströmung nochmals umgelenkt wird und diese unter einem Winkel γ geneigt zur Längsachse 73 des Ventilglieds 72 von diesem weg verläuft. Der Winkel γ kann zwischen größer als 0° und etwa 90° oder auch mehr als 90° betragen. Der Zapfen 83 kann zwischen seiner Verdickung 84 und der Dichtfläche 81 eine umlaufende Ringnut 85 aufweisen, durch deren in Richtung der Längsachse 73 des Ventilglieds 72 weisende Seitenflächen die Umlenkung der Kraftstoffströmung bewirkt wird. Durch die mehrfache Umlenkung der Kraftstoffströmung an den Seitenflächen der Ringnut 85 gleichen sich die bei der Umlenkung auf das Ventilglied 72 in Richtung von dessen Längsachse 73 bewirkten Kräfte zumindest annähernd aus, so dass auf das Ventilglied 72 insgesamt zumindest annähernd keine oder nur eine geringe Kraft in Richtung der Längsachse 73 durch die Kraftstoffströmung erzeugt wird. Die Übergänge zwischen den Seitenflächen der Ringnut 85 zum Grund der Ringnut 85 und zum Umfang des Zapfens 83 sind jeweils gerundet, um Strömungsverluste gering zu halten.The sealing surface 81 extends as in FIG. 2 represented starting from the outer edge of the valve member 72 radially inwardly inclined so that the distance between the latter and the valve seat 79 in the direction of the longitudinal axis 73 of the valve member 72 increases. On the sealing surface 81, a narrow sealing edge is thereby formed at the outer edge thereof, with which the sealing surface 81 comes into contact with the valve seat 79. On the valve member 72 in the adjoining the opening 78 bore 64 protruding pin 83 is arranged, which is preferably integrally formed on the valve member 72. The diameter of the bore 64 can then be increased to the opening 78, as in FIG. 2 is shown. The pin 83 is designed in such a way that the fuel flowing out of the valve pressure chamber 77 when the control valve 70 is open is diverted in such a way that at least substantially no or only a small resultant force in the direction thereof is present the longitudinal axis 73 is exerted on the valve member 72. The pin 83 extends in the direction of the longitudinal axis 73 of the valve member 72 to the level of the sealing surface 81. The transition from the inner edge of the sealing surface 81 to the pin 83 extends as in FIG. 2 shown rounded. By means of the pin 83, the fuel flowing out of the valve pressure chamber 77, which initially flows approximately radially inward along the sealing surface 81, is diverted in such a way that it then flows into the bore 64 approximately in the direction of the longitudinal axis 73 of the valve member 72. The fuel flow is thus initially deflected by the pin 83 by about 90 °. The pin 83 has to its projecting into the bore 64 end toward a thickening 84, so that there the fuel flow is deflected again and this at an angle γ inclined to the longitudinal axis 73 of the valve member 72 extends away from this. The angle γ can be between greater than 0 ° and about 90 ° or even more than 90 °. The pin 83 may have between its thickening 84 and the sealing surface 81 has a circumferential annular groove 85 through which in the direction of the longitudinal axis 73 of the valve member 72 facing side surfaces, the deflection of the fuel flow is effected. Due to the multiple deflection of the fuel flow at the side surfaces of the annular groove 85, the forces caused during the deflection on the valve member 72 in the direction of its longitudinal axis 73 at least approximately equal, so that on the valve member 72 a total of at least approximately or only a small force in Direction of the longitudinal axis 73 is generated by the fuel flow. The transitions between the side surfaces of the annular groove 85 to the bottom of the annular groove 85 and the circumference of the pin 83 are each rounded in order to minimize flow losses.

Am Übergang von der Bohrung 76 in den Ventildruckraum 77 ist eine konische Übergangsfläche 87 vorgesehen, die einen zweiten Ventilsitz bildet. Am Übergang vom Endbereich 75 zum Schaft 74 ist am Ventilglied 72 eine zweite, konische Dichtfläche 88 angeordnet, die mit dem Ventilsitz 87 zur Steuerung der Verbindung 62 zusammenwirkt. In der zweiten Schaltstellung des Steuerventils 70 liegt das Ventilglied 72 mit seiner zweiten Dichtfläche 88 am zweiten Ventilsitz 87 an, so daß die Verbindung 62 zum Pumpenarbeitsraum 22 getrennt ist. In der ersten Schaltstellung des Steuerventils 70 ist das Ventilglied 72 mit seiner zweiten Dichtfläche 88 mit Abstand vom zweiten Ventilsitz 87 angeordnet, so daß die Verbindung 62 zum Pumpenarbeitsraum 22 geöffnet ist. In der ersten Schaltstellung des Steuerventils 70 liegt das Ventilglied 72 mit seiner Dichtfläche 81 am Ventilsitz 79 an.At the transition from the bore 76 in the valve pressure chamber 77, a conical transition surface 87 is provided, which forms a second valve seat. At the transition from the end area 75 to Shaft 74 is arranged on the valve member 72, a second conical sealing surface 88 which cooperates with the valve seat 87 for controlling the connection 62. In the second switching position of the control valve 70, the valve member 72 abuts with its second sealing surface 88 on the second valve seat 87, so that the connection 62 is separated to the pump working chamber 22. In the first switching position of the control valve 70, the valve member 72 is arranged with its second sealing surface 88 at a distance from the second valve seat 87, so that the connection 62 is open to the pump working chamber 22. In the first switching position of the control valve 70, the valve member 72 abuts with its sealing surface 81 on the valve seat 79.

Es kann vorgesehen sein, dass das Ventilglied 72 durch den Aktor 71 auch in eine dritte Schaltstellung bewegt werden kann, in der es sich zwischen seinen beiden vorstehend erläuterten Schaltstellungen befindet. Durch das Ventilglied 72 wird dabei eine Verbindung des Ventildruckraums 77 mit dem Niederdruckbereich mit geringem Durchflussquerschnitt freigegeben, über die Kraftstoff aus dem Ventildruckraum 77 nur gedrosselt abströmen kann. Bei in seiner dritten Schaltstellung angeordnetem Ventilglied 72 wird somit der Druckaufbau im Steuerdruckraum 52 derart beeinflusst, dass im Steuerdruckraum 52 ein höherer Druck herrscht als bei in seiner ersten Schaltstellung angeordnetem Ventilglied 72, jedoch ein geringerer Druck herrscht als bei in seiner zweiten Schaltstellung angeordnetem Ventilglied 72. Das Steuerventil 70 ist dabei als 3/3-Wegeventil ausgebildet.It can be provided that the valve member 72 can be moved by the actuator 71 in a third switching position in which it is located between its two above-described switching positions. By the valve member 72 while a connection of the valve pressure chamber 77 is released with the low-pressure region with a low flow cross-section, can flow only throttled on the fuel from the valve pressure chamber 77. When arranged in its third switching position valve member 72 thus the pressure build-up in the control pressure chamber 52 is influenced such that in the control pressure chamber 52, a higher pressure prevails than arranged in its first switching position valve member 72, but a lower pressure prevails than in its second switching position arranged valve member 72nd The control valve 70 is designed as a 3/3-way valve.

In Figur 3 ist eine modifizierte nicht erfindungsgemäße Ausführung des Steuerventils 70 dargestellt, bei der der konische Ventilsitz 87 und die konische Dichtfläche 88 des Ventilglieds 72 entfallen. Stattdessen ist das Ventilglied 72 zur Steuerung der Verbindung 62 als Schieberventilglied ausgebildet. Das Ventilglied 72 kann dabei zum Verschließen der Verbindung 62 mit seinem Endbereich 75 dicht in die Bohrung 76 eintauchen, wodurch die Verbindung 62 verschlossen wird. Wenn das Ventilglied 72 mit seinem Endbereich 75 aus der Bohrung 76 ausgetaucht und im Ventildruckraum 77 angeordnet ist, so ist die Verbindung 62 freigegeben.In FIG. 3 is a modified non-inventive embodiment of the control valve 70 shown, in which the conical valve seat 87 and the conical sealing surface 88 of the valve member 72 omitted. Instead, the valve member 72 is designed to control the connection 62 as a slide valve member. The valve member 72 can be closed the connection 62 with its end portion 75 dive tight into the bore 76, whereby the connection 62 is closed. When the valve member 72 is dipped with its end portion 75 from the bore 76 and disposed in the valve pressure chamber 77, so the connection 62 is released.

In Figur 4 ist das Steuerventil 70 gemäß einem ersten erfindungsgemäßen Ausführungsbeispiel dargestellt, bei dem der Aufbau im wesentlichen gleich ist wie bei der Ausführunggemäß Figur 2, jedoch die Ausbildung der Dichtfläche 81 modifiziert ist. Die Ausbildung des Zapfens 83 des Ventilglieds 72 ist gleich wie bei der Ausführunggemäß Figure 2. Die Dichtfläche 81 ist derart ausgebildet, dass diese sich in einem äußeren Bereich 181 ausgehend von ihrem äußeren Rand radial nach innen dem Ventilsitz 79 annähert. Der Bereich 181 der Dichtfläche 81 ist dabei unter einem Winkel α zu einer Radialebene zur Längsachse 73 des Ventilglieds 72 geneigt, der vorzugsweise zumindest annähernd 5° beträgt. Der Bereich 181 der Dichtfläche 81 weist eine radiale Erstreckung 11 auf, die vorzugsweise etwa 0,3mm beträgt bei einem Durchmesser d des Ventilglieds 72 von etwa 2,5 mm. Die Dichtfläche 81 ist in einem an deren ersten Bereich 181 anschließenden zweiten Bereich 281 derart ausgebildet, dass diese sich vom Ventilsitz 79 entfernt. Der zweite Bereich 281 der Dichtfläche 81 ist dabei unter einem Winkel β zur Radialebene geneigt, der vorzugsweise zumindest annähernd 2° beträgt. Der zweite Bereich 281 der Dichtfläche 81 weist eine radiale Erstreckung 12 auf, die vorzugsweise etwa 0,6mm beträgt. Durch diese Ausbildung der Dichtfläche 81 ist in deren erstem Bereich 181 ein Strömungseinlaufbereich gebildet, in dem der aus dem Ventildruckraum 77 abströmende Kraftstoff in den kleinsten Durchflussquerschnitt zwischen der Dichtfläche 81 und dem Ventilsitz 79 eingeleitet wird, und in deren zweitem Bereich 281 ist ein Strömungsauslaufbereich gebildet, in dem der Kraftstoff aus dem kleinsten Durchflussquerschnitt ausgeleitet wird. Der Ventilsitz 79 ist wie beim ersten Ausführungsbeispiel zumindest annähernd eben ausgebildet und liegt in einer Radialebene bezüglich der Längsachse 73 des Ventilglieds 72. Der Übergang vom Mantel des Ansatzes 80 des Ventilglieds 72 zum ersten Bereich 181 der Dichtfläche 81 ist vorzugsweise mit einem Radius R verrundet, wie dies in Figur 4 dargestellt ist. In Figur 5 wird der verbesserte Strömungsverlauf am Ventilglied 72 gemäß dem zweiten Ausführungsbeispiel deutlich. Während beim Ventilglied 72 gemäß dem ersten Ausführungsbeispiel Strömungsablösungen beim Eintritt der Strömung in den engsten Durchflussquerschnitt zwischen der Dichtfläche 81 und dem Ventilsitz 79 auftreten, sind derartige Strömungsablösungen beim Ventilglied 72 gemäß dem zweiten Ausführungsbeispiel nicht oder zumindest nur in geringerem Ausmaß vorhanden. Hierdurch werden die Strömungsverluste verringert und es wird eine kavitationsfreie Strömung erreicht.In FIG. 4 the control valve 70 is shown according to a first embodiment of the invention, in which the construction is substantially the same as in the embodiment according to FIG. 2 However, the formation of the sealing surface 81 is modified. The formation of the pin 83 of the valve member 72 is the same as in the embodiment according to Figure 2 , The sealing surface 81 is formed such that in an outer region 181, starting from its outer edge, it approaches the valve seat 79 radially inwards. The region 181 of the sealing surface 81 is inclined at an angle α to a radial plane to the longitudinal axis 73 of the valve member 72, which is preferably at least approximately 5 °. The region 181 of the sealing surface 81 has a radial extension 11, which is preferably about 0.3 mm with a diameter d of the valve member 72 of about 2.5 mm. The sealing surface 81 is formed in a second region 281 adjoining its first region 181 in such a way that it is remote from the valve seat 79. The second region 281 of the sealing surface 81 is inclined at an angle β to the radial plane, which is preferably at least approximately 2 °. The second region 281 of the sealing surface 81 has a radial extent 12, which is preferably about 0.6 mm. As a result of this design of the sealing surface 81, a flow inlet region is formed in its first region 181, in which the fuel flowing out of the valve pressure chamber 77 is introduced into the smallest flow cross section between the sealing surface 81 and the valve seat 79, and in its second region 281 a flow outlet region is formed in which the fuel is out the smallest flow cross-section is discharged. The valve seat 79 is at least approximately flat as in the first embodiment and lies in a radial plane with respect to the longitudinal axis 73 of the valve member 72. The transition from the shell of the projection 80 of the valve member 72 to the first region 181 of the sealing surface 81 is preferably rounded with a radius R, like this in FIG. 4 is shown. In FIG. 5 the improved flow pattern on the valve member 72 according to the second embodiment becomes clear. While in the valve member 72 according to the first embodiment flow separations occur at the entrance of the flow in the narrowest flow area between the sealing surface 81 and the valve seat 79, such flow separation in the valve member 72 according to the second embodiment, or at least only to a lesser extent. As a result, the flow losses are reduced and it is achieved a cavitation-free flow.

In Figur 6 ist das Steuerventil 70 gemäß einer gegenüber dem ersten Ausführungsbeispiel modifizierten Ausführung dargestellt. Hierbei ist die Dichtfläche 81 am Ventilglied zumindest annähernd eben ausgebildet und liegt in einer Radialebene bezüglich der Längsachse 73 des Ventilglieds 72. Der Ventilsitz 79 ist derart ausgebildet, dass dieser sich in einem äußeren Bereich 179 ausgehend von seinem äußeren Rand radial nach innen der Dichtfläche 81 annähert. Der Bereich 179 des Ventilsitzes 79 ist dabei unter einem Winkel α zu einer Radialebene zur Längsachse 73 des Ventilglieds 72 geneigt, der vorzugsweise zumindest annähernd 5° beträgt. Der Bereich 179 des Ventilsitzes 79 weist ausgehend vom äußeren Rand der Dichtfläche 81 des Ventilglieds eine radiale Erstreckung 11 auf, die vorzugsweise etwa 0,3mm beträgt bei einem Durchmesser d des Ventilglieds 72 von etwa 2,5 mm. Der Ventilsitz 79 ist in einem an dessen ersten Bereich 179 anschließenden zweiten Bereich 279 derart ausgebildet, dass dieser sich von der Dichtfläche 81 entfernt. Der zweite Bereich 279 des Ventilsitzes 279 ist dabei unter einem Winkel β zur Radialebene geneigt, der vorzugsweise zumindest annähernd 2° beträgt. Der zweite Bereich 279 des Ventilsitzes 79 weist eine radiale Erstreckung 12 auf, die vorzugsweise etwa 0,6mm beträgt. Durch diese gegenüber dem zweiten Ausführungsbeispiel umgekehrte Anordnung werden dieselben Vorteile hinsichtlich einer optimierten Strömungsführung erreicht wie beim zweiten Ausführungsbeispiel.In FIG. 6 the control valve 70 is shown in accordance with a modified embodiment compared to the first embodiment. Here, the sealing surface 81 on the valve member is at least approximately planar and lies in a radial plane with respect to the longitudinal axis 73 of the valve member 72. The valve seat 79 is formed such that it in an outer region 179, starting from its outer edge radially inwardly of the sealing surface 81st approaches. The region 179 of the valve seat 79 is inclined at an angle α to a radial plane to the longitudinal axis 73 of the valve member 72, which is preferably at least approximately 5 °. The area 179 of the valve seat 79 has, starting from the outer edge of the sealing surface 81 of the valve member, a radial extent 11, which is preferably about 0.3 mm with a diameter d of the valve member 72 of about 2.5 mm. The valve seat 79 is in a subsequent to the first region 179 second region 279 such formed so that it moves away from the sealing surface 81. The second region 279 of the valve seat 279 is inclined at an angle β to the radial plane, which is preferably at least approximately 2 °. The second region 279 of the valve seat 79 has a radial extension 12, which is preferably about 0.6 mm. By this opposite to the second embodiment, the reverse arrangement, the same advantages in terms of optimized flow guidance are achieved as in the second embodiment.

Nachfolgend wird die Funktion der Kraftstoffeinspritzeinrichtung erläutert. Beim Saughub des Pumpenkolbens 18 wird diesem Kraftstoff aus dem Kraftstoffvorratsbehälter 24 zugeführt. Beim Förderhub des Pumpenkolbens 18 beginnt die Kraftstoffeinspritzung mit einer Voreinspritzung, wobei das erste Steuerventil 68 durch die Steuereinrichtung 67 geschlossen wird, so daß der Pumpenarbeitsraum 22 vom Entlastungsraum 24 getrennt ist. Durch die Steuereinrichtung 67 wird außerdem das zweite Steuerventil 70 in seine zweite Schaltstellung gebracht, so daß der Steuerdruckraum 52 mit dem Entlastungsraum 24 verbunden und vom Pumpenarbeitsraum 22 getrennt ist. In diesem Fall kann sich im Steuerdruckraum 52 kein Hochdruck aufbauen. Wenn der Druck im Pumpenarbeitsraum 22 und damit im Druckraum 40 des Kraftstoffeinspritzventils 12 so groß ist, daß die durch diesen über die Druckschulter 42 auf das Einspritzventilglied 28 ausgeübte Druckkraft größer ist als die Summe der Kraft der Schließfeder 44 und der auf den Steuerkolben 50 durch den im Steuerdruckraum 52 wirkenden Restdruck wirkenden Druckkraft, so bewegt sich das Einspritzventilglied 28 in Öffnungsrichtung 29 und gibt die wenigstens eine Einspritzöffnung 32 frei.The function of the fuel injector will be explained below. During the suction stroke of the pump piston 18, this fuel is supplied from the fuel tank 24. During the delivery stroke of the pump piston 18, the fuel injection begins with a pilot injection, wherein the first control valve 68 is closed by the control device 67, so that the pump working chamber 22 is separated from the discharge chamber 24. By the control device 67 also the second control valve 70 is brought into its second switching position, so that the control pressure chamber 52 is connected to the discharge chamber 24 and separated from the pump working chamber 22. In this case, no high pressure can build up in the control pressure chamber 52. When the pressure in the pump chamber 22 and thus in the pressure chamber 40 of the fuel injection valve 12 is so great that the force exerted by this on the pressure shoulder 42 to the injection valve member 28 compressive force is greater than the sum of the force of the closing spring 44 and the control piston 50 through the In the control pressure chamber 52 acting residual pressure acting pressure force, so the injection valve member 28 moves in the opening direction 29 and are the at least one injection port 32 free.

Zur Beendigung der auf diese Weise erfolgenden Voreinspritzung wird durch die Steuereinrichtung das zweite Steuerventil 70 in seine erste Schaltstellung gebracht, so daß der Steuerdruckraum 52 vom Entlastungsraum 24 getrennt und mit dem Pumpenarbeitsraum 22 verbunden ist. Das erste Steuerventil 68 bleibt in seiner geschlossenen Stellung. Im Steuerdruckraum 52 baut sich dabei Hochdruck wie im Pumpenarbeitsraum 22 auf, so daß auf den Steuerkolben 50 eine große Druckkraft in Schließrichtung wirkt und das Einspritzventilglied 28 in seine Schließstellung bewegt wird.To terminate the pre-injection that takes place in this way, the control unit makes the second Control valve 70 brought into its first switching position, so that the control pressure chamber 52 is separated from the discharge chamber 24 and connected to the pump working chamber 22. The first control valve 68 remains in its closed position. High pressure builds up in the control pressure chamber 52 as in the pump working chamber 22, so that a large pressure force in the closing direction acts on the control piston 50 and the injection valve member 28 is moved into its closed position.

Für eine nachfolgende Haupteinspritzung wird das zweite Steuerventil 70 durch die Steuereinrichtung 67 in seine zweite Schaltstellung gebracht, so daß der Steuerdruckraum 52 mit dem Entlastungsraum 24 verbunden und vom Pumpenarbeitsraum 22 getrennt ist. Das Kraftstoffeinspritzventil 12 öffnet dann infolge der reduzierten Druckkraft auf den Steuerkolben 50 und das Einspritzventilglied 28 bewegt sich in seine Öffnungsstellung.For a subsequent main injection, the second control valve 70 is brought by the control device 67 in its second switching position, so that the control pressure chamber 52 is connected to the discharge chamber 24 and separated from the pump working chamber 22. The fuel injection valve 12 then opens due to the reduced pressure force on the control piston 50 and the injection valve member 28 moves to its open position.

Zur Beendigung der Haupteinspritzung wird das zweite Steuerventil 70 durch die Steuereinrichtung 67 in seine erste Schaltstellung gebracht, so daß der Steuerdruckraum 52 vom Entlastungsraum 24 getrennt und mit dem Pumpenarbeitsraum 22 verbunden ist und sich in diesem Hochdruck aufbaut und über die auf den Steuerkolben 50 wirkende Kraft das Kraftstoffeinspritzventil 12 geschlossen wird. Nach der Haupteinspritzung kann noch eine Nacheinspritzung erfolgen, zu der das zweite Steuerventil 70 in seine zweite Schaltstellung gebracht wird. Zur Beendigung der Nacheinspritzung wird das zweite Steuerventil 70 wieder in seine erste Schaltstellung gebracht und/oder das erste Steuerventil 68 geöffnet.To complete the main injection, the second control valve 70 is brought by the control device 67 in its first switching position, so that the control pressure chamber 52 is separated from the discharge chamber 24 and connected to the pump working chamber 22 and builds up in this high pressure and acting on the control piston 50 force the fuel injection valve 12 is closed. After the main injection, a post-injection can still take place, to which the second control valve 70 is brought into its second switching position. To end the post-injection, the second control valve 70 is returned to its first switching position and / or the first control valve 68 is opened.

Ein wie vorstehend beschrieben ausgebildetes Steuerventil 70 kann auch bei anderen Kraftstoffeinspritzeinrichtungen oder Hochdruckflüssigkeitssystemen zur Steuerung einer Verbindung verwendet werden. Das Steuerventil 70 kann auch als 2/2-Wegeventil, als 2/3-Wegeventil oder als 3/3-Wegeventil ausgebildet sein.A trained as described above control valve 70 may also in other fuel injectors or High pressure fluid systems are used to control a connection. The control valve 70 may also be designed as a 2/2-way valve, a 2/3-way valve or a 3/3-way valve.

Claims (6)

  1. Valve for controlling a connection in a highpressure liquid system, in particular of a fuel injection device for an internal combustion engine, having a valve member (72) which is guided so as to be displaceable in the direction of its longitudinal axis (73) and which projects into a valve pressure chamber (77) in which high pressure prevails at least intermittently, said valve member (72) having, in the valve pressure chamber (77) and on an end side running transversely with respect to its longitudinal axis (73), a sealing surface (81) by means of which it interacts with a valve seat (79), running transversely with respect to its longitudinal axis (73), in order to at least substantially close off with respect to the valve pressure chamber (77) an opening (78) surrounded by the valve seat (79), wherein the opening (78) is adjoined by a connection (64) to a low-pressure region, wherein the valve member (72) has a peg (83) which projects into the connection (64) and by means of which, when the valve member (72) is raised with its sealing surface (81) from the valve seat (79), liquid flowing out of the valve pressure chamber (77) is conducted such that it exerts at least approximately no force, or only a small resultant force, on the valve member (72) in the direction of its longitudinal axis (73), characterized in that the sealing surface (81) on the valve member (72) and/or the valve seat (79) are/is formed such that the spacing between the sealing surface (81) and the valve seat (79) in the direction of the longitudinal axis (73) of the valve member (72) initially decreases in the radially inward direction proceeding from the outer edge of the valve member (72), and subsequently increases again in the radially inward direction.
  2. Valve according to Claim 1, characterized in that liquid flowing out of the valve pressure chamber (77) is initially diverted by the peg (83) such that said liquid flows, at least approximately in the direction of the longitudinal axis (73) of the valve member (72), along the valve member (72) and into the connection (64).
  3. Valve according to Claim 2, characterized in that the outflowing liquid is subsequently diverted by the peg (83) such that it flows, inclined by an angle γ with respect to the longitudinal axis (73) of the valve member (72), away from said longitudinal axis.
  4. Valve according to one of Claims 1 to 3, characterized in that the peg (83) has, in order to divert the flow of the outflowing liquid, an encircling annular groove (85) which extends in the direction of the longitudinal axis (73) of the valve member (72) at least approximately as far as the level of the sealing surface (81) of the valve member (72).
  5. Valve according to Claim 1, characterized in that the sealing surface (81) of the valve member (72) is formed so as to be at least approximately planar.
  6. Valve according to Claim 1, characterized in that the valve seat (79) is formed so as to be at least approximately planar.
EP04762589A 2003-09-26 2004-08-04 Valve for controlling a connection in a high-pressure liquid system, particularly a fuel injection device for an internal combustion engine Expired - Fee Related EP1671028B1 (en)

Applications Claiming Priority (2)

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DE10344897A DE10344897A1 (en) 2003-09-26 2003-09-26 Valve for controlling connection in high-pressure liquid system, especially engine fuel injection system, has valve element with journal protruding into connection via which fuel exits valve pressure chamber so only low forces are generated
PCT/DE2004/001744 WO2005040598A1 (en) 2003-09-26 2004-08-04 Valve for controlling a connection in a high-pressure liquid system, particularly a fuel injection device for an internal combustion engine

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EP1671028A1 EP1671028A1 (en) 2006-06-21
EP1671028B1 true EP1671028B1 (en) 2012-07-04

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JP (1) JP4253659B2 (en)
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DE102004047143A1 (en) * 2004-09-29 2006-04-06 Robert Bosch Gmbh Piezoelectric combustion chamber pressure sensor with a pressure transfer pin
DE102006061896A1 (en) 2006-12-28 2008-07-03 Robert Bosch Gmbh Fuel injector for internal combustion engine, has fluid channels extending between valve device and chamber, where one fluid channel is provided for application of pressure and other channel for discharge of pressure of control chamber
DE102006061895A1 (en) 2006-12-28 2008-07-03 Robert Bosch Gmbh Fuel injection device for use in internal-combustion engine, has pin designed as absorption unit, and low pressure chamber partially designed as absorption area to create absorption effect during immersion of pin into low pressure chamber
DE102011004993A1 (en) * 2011-03-02 2012-09-06 Robert Bosch Gmbh Valve device for switching or metering a fluid
CN105298688A (en) * 2014-06-02 2016-02-03 上海长辛实业有限公司 Pressure type liquid injection device, liquid injection pressurizing system and method for increasing power
CN112065627A (en) * 2020-09-04 2020-12-11 温州弘腾科技有限公司 Area compensation manufacturing method of pressure balance oil nozzle and pressure balance oil injection manufactured by method
CN112177824B (en) * 2020-09-30 2021-11-02 重庆红江机械有限责任公司 Liquid-driven electric control methanol ceramic plunger pump

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US5004154A (en) * 1988-10-17 1991-04-02 Yamaha Hatsudoki Kabushiki Kaisha High pressure fuel injection device for engine
JPH0354358A (en) * 1989-07-21 1991-03-08 Yamaha Motor Co Ltd High pressure fuel injection device of engine
JPH0566374A (en) 1991-09-06 1993-03-19 Sony Corp Liquid crystal display device
DE4236882C1 (en) * 1992-10-31 1994-04-21 Daimler Benz Ag IC engine fuel injection system with high pump pressure - uses electromagnetically operated three=way valve in fuel path to each fuel injection jet.
JP2653974B2 (en) 1994-03-15 1997-09-17 シーケーディ株式会社 Flow control valve
GB9622335D0 (en) * 1996-10-26 1996-12-18 Lucas Ind Plc Injector arrangement
US6364282B1 (en) * 1998-12-04 2002-04-02 Caterpillar Inc. Hydraulically actuated fuel injector with seated pin actuator
DE10000501A1 (en) * 2000-01-08 2001-07-19 Bosch Gmbh Robert Fuel injection valve for internal combustion engines
DE10031576C2 (en) * 2000-06-29 2002-07-11 Bosch Gmbh Robert Pressure controlled injector for injecting fuel
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DE10200531A1 (en) * 2002-01-09 2003-07-24 Bosch Gmbh Robert Control unit for injectors with switchable nozzle needle

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BRPI0406815A (en) 2005-12-27
EP1671028A1 (en) 2006-06-21
BRPI0406815B1 (en) 2012-12-11
CN1856642A (en) 2006-11-01
WO2005040598A1 (en) 2005-05-06
DE10344897A1 (en) 2005-04-21
JP2006510847A (en) 2006-03-30
US20070063159A1 (en) 2007-03-22
JP4253659B2 (en) 2009-04-15
US7513441B2 (en) 2009-04-07
CN100564864C (en) 2009-12-02

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