EP1719904A1 - Fuel injector - Google Patents

Fuel injector Download PDF

Info

Publication number
EP1719904A1
EP1719904A1 EP06110845A EP06110845A EP1719904A1 EP 1719904 A1 EP1719904 A1 EP 1719904A1 EP 06110845 A EP06110845 A EP 06110845A EP 06110845 A EP06110845 A EP 06110845A EP 1719904 A1 EP1719904 A1 EP 1719904A1
Authority
EP
European Patent Office
Prior art keywords
control
fuel injection
chamber
injection nozzle
throttle
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.)
Withdrawn
Application number
EP06110845A
Other languages
German (de)
French (fr)
Inventor
Michael Kurz
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 EP1719904A1 publication Critical patent/EP1719904A1/en
Withdrawn legal-status Critical Current

Links

Images

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
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
    • F02M2200/304—Fuel-injection apparatus having mechanical parts, the movement of which is damped using hydraulic means
    • 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
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/003—Valve inserts containing control chamber and valve piston

Definitions

  • the invention is based on a fuel injection nozzle according to the preamble of patent claim 1.
  • Such a fuel injection nozzle for internal combustion engines is for example from the DE 199 39 420 A1 known.
  • the fuel injection is controlled via the prevailing in a control chamber control pressure.
  • the control chamber is connected via an inlet throttle to a high pressure line and connected via a switching valve and an outlet throttle with a drain to relieve the control chamber and thereby a nozzle needle whatsoever.
  • the opening speed of the nozzle needle is essentially given by the throttle resistance ratio of the inlet and outlet throttles.
  • the fuel injection nozzle according to the invention for internal combustion engines with the characterizing features of claim 1 has the advantage that the opening speed of the nozzle needle is braked from a predetermined opening stroke. This allows very high opening speeds and thus good jet penetration behavior in the combustion chamber until the predetermined opening stroke. The muffled opening after reaching the opening stroke reduces the amount of ignition delay, eventually leading to improved exhaust emissions.
  • FIGURE shows the fuel injection nozzle according to the invention in a longitudinal section.
  • the fuel injection nozzle (injector) 1 for internal combustion engines shown in the figure has a cylindrical nozzle body 2 , which projects with its free lower end into a combustion chamber of the internal combustion engine, not shown in more detail.
  • a nozzle needle 4 is axially displaceably guided by a closing spring 5 in a conical valve seat. 6 at the combustion chamber end of the bore 3 is pressed.
  • the nozzle needle 4 is surrounded at the combustion chamber end by an annular gap 7 which extends to the valve seat 6 and is connected via a high-pressure fuel line 8 to a high-pressure fuel accumulator (common rail) 9 .
  • a sealing cone 10 of the nozzle needle 4 in conjunction with the valve seat 6 prevents fuel from entering the annular gap 7 through injection holes 11 into the combustion chamber of the internal combustion engine.
  • the combustion chamber facing away thickened end 12 of the nozzle needle 4 is axially displaceably guided in the longitudinal bore (guide bore) 13 of a control sleeve 14 which is disposed within a connected to the high-pressure line 8 chamber 15 of a module body 16 .
  • a first control chamber 18 is formed between a control piston 17 guided therein displaceably and the nozzle needle 4.
  • the control piston 17 in the guide bore 13 defines a second control chamber 19, which is sealed via a sealing edge 20 of the control sleeve 14 relative to the chamber 15, that is decoupled from the high pressure (rail pressure) prevailing therein.
  • the closing spring 5 is supported on the control sleeve 14, which is thereby pressed with its sealing edge 20 against the chamber wall 21 .
  • the guide bore 13 has in the first control chamber 18 on a radially inwardly directed annular projection 22 , the underside of which forms a stop for the nozzle needle 4 and the top thereof a stop for the control piston 17.
  • the engaging on the nozzle needle 4 closing spring 5 is disposed in the first control chamber 18 and supported on the annular projection 22.
  • the control piston 17 is biased by a biasing spring 23, which is arranged in the second control chamber 19 and supported on the chamber wall 21 in abutment against the annular projection 22.
  • the biasing spring 23 is much weaker than the closing spring 5 designed.
  • a bore in the sleeve wall of the control sleeve 14 forms an inlet throttle (Z-throttle) 24, via which the first control chamber 18 is connected to the chamber 15 and to the high-pressure line 8.
  • a provided in the control piston 17 bore forms a damper throttle 25, via which the two control chambers 18, 19 are interconnected.
  • a bore in the chamber wall 21 forms an outlet throttle (A throttle) 26, which via a 2/2-way switching valve 27 with a drain (Leakage oil) 28 is connected.
  • the damper throttle 25 has a higher throttle resistance than the inlet throttle 24 and as the outlet throttle 26.
  • the switching valve 27 is not energized, so that prevails in both control chambers 18, 19 rail pressure. If the switching valve 27 is energized, first the second control chamber 19 via the outlet throttle 26, the throttle resistance is significantly smaller than the throttle resistance of the damper throttle 25, relieved. The damper throttle 25 and the small guide play of the control piston 17 in the guide bore 13 prevent an immediate pressure drop in the first control chamber 18. The pressure in the second control chamber 19 drops below the rail pressure, so that the control piston 17 upwards to rest against the chamber wall 21st moves. As a result, the volume of the first control chamber 18 increases, and the pressure prevailing therein drops below the rail pressure.
  • the opening force which acts via the rail pressure on a pressure shoulder 29 of the nozzle needle 4, is sufficient to control the nozzle needle against the action of the closing spring 5 and the closing pressure prevailing in the first control chamber 18.
  • the nozzle needle 4 initially moves at a high needle speed by a certain opening stroke, which corresponds to the stroke of the control piston 17.
  • the nozzle needle 4 When the control piston 17 rests against the chamber wall 21 and the nozzle needle 4 compresses the volume in the first control chamber 18, the nozzle needle 4 is decelerated and moves, since only a small amount of control from the first control chamber 18 is discharged via the damper throttle 25, with low speed on , The nozzle needle 4 moves maximally to rest on the annular projection 22, the nozzle needle-side stop surface is formed so that no hydraulic side effects affect the closing process.

Landscapes

  • 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

Fuel injection nozzle (1) has guide boring (13) in which the nozzle needle (4) and a control piston (17) are guided, forming first control chamber (18) lying in-between. The control piston facing the first control chamber is limited on the opposite side of the second control chamber (19). A control valve (27) is provided between the second control chamber and the discharge (28). An inlet throttle (24) is provided, by which the first control chamber is connected with high pressure pipe (8). A damper throttle (25) is provided in the control piston by which the two control chambers are connected. A pre-stressing spring (23) is provided, which pre-stresses the control piston in the direction of nozzle needle.

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einer Kraftstoffeinspritzdüse nach der Gattung des Patentanspruchs 1.The invention is based on a fuel injection nozzle according to the preamble of patent claim 1.

Eine solche Kraftstoffeinspritzdüse für Brennkraftmaschinen ist beispielsweise aus der DE 199 39 420 A1 bekannt geworden.Such a fuel injection nozzle for internal combustion engines is for example from the DE 199 39 420 A1 known.

Bei dieser bekannten hubgesteuerten Kraftstoffeinspritzdüse wird die Kraftstoffeinspritzung über den in einem Steuerraum herrschenden Steuerdruck gesteuert. Der Steuerraum ist über eine Zulaufdrossel an eine Hochdruckleitung angeschlossen und über ein Schaltventil und eine Ablaufdrossel mit einem Ablauf verbindbar, um den Steuerraum zu entlasten und dadurch eine Düsennadel aufzusteuern. Die Offnungsgeschwindigkeit der Düsennadel ist im Wesentlichen durch das Drosselwiderstandsverhältnis der Zu- und Ablaufdrosseln gegeben.In this known stroke-controlled fuel injection nozzle, the fuel injection is controlled via the prevailing in a control chamber control pressure. The control chamber is connected via an inlet throttle to a high pressure line and connected via a switching valve and an outlet throttle with a drain to relieve the control chamber and thereby a nozzle needle aufzusteuern. The opening speed of the nozzle needle is essentially given by the throttle resistance ratio of the inlet and outlet throttles.

Vorteile der ErfindungAdvantages of the invention

Die erfindungsgemäße Kraftstoffeinspritzdüse für Brennkraftmaschinen mit den kennzeichnenden Merkmalen des Patentanspruchs 1 hat demgegenüber den Vorteil, dass die Offnungsgeschwindigkeit der Düsennadel ab einem vorbestimmten Öffnungshub abgebremst wird. Dies ermöglicht bis zum vorbestimmten Öffnungshub sehr hohe Offnungsgeschwindigkeiten und damit ein gutes Strahleindringverhalten im Brennraum. Das gedämpfte Öffnen nach Erreichen des Öffnungshubs sorgt für eine Reduzierung der Zündverzugsmenge, was schließlich zu verbesserten Abgasemissionen führt.The fuel injection nozzle according to the invention for internal combustion engines with the characterizing features of claim 1 has the advantage that the opening speed of the nozzle needle is braked from a predetermined opening stroke. This allows very high opening speeds and thus good jet penetration behavior in the combustion chamber until the predetermined opening stroke. The muffled opening after reaching the opening stroke reduces the amount of ignition delay, eventually leading to improved exhaust emissions.

Weitere Vorteile und vorteilhafte Ausgestaltungen des Gegenstands der Erfindung sind der Beschreibung, der Zeichnung und den Ansprüchen entnehmbar.Further advantages and advantageous embodiments of the subject invention are the description, the drawings and claims removed.

Zeichnungdrawing

Ein Ausführungsbeispiel der erfindungsgemäßen Kraftstoffeinspritzdüse ist in der Zeichnung dargestellt und in der nachfolgenden Beschreibung näher erläutert. Die einzige Figur zeigt die erfindungsgemäße Kraftstoffeinspritzdüse in einem Längsschnitt.An embodiment of the fuel injection nozzle according to the invention is shown in the drawing and explained in more detail in the following description. The single FIGURE shows the fuel injection nozzle according to the invention in a longitudinal section.

Beschreibung des AusführungsbeispielsDescription of the embodiment

Die in der Figur gezeigte Kraftstoffeinspritzdüse (Injektor) 1 für Brennkraftmaschinen weist einen zylindrischen Düsenkörper 2 auf, der mit seinem freien unteren Ende in einen nicht näher gezeigten Brennraum der zu versorgenden Brennkraftmaschine ragt. In einer Bohrung 3 des Düsenkörpers 2 ist eine Düsennadel 4 axial verschiebbar geführt, die durch eine Schließfeder 5 in einen konischen Ventilsitz 6 am brennraumseitigen Ende der Bohrung 3 gepresst wird. Die Düsennadel 4 ist am brennraumseitigen Ende von einem Ringspalt 7 umgeben, der sich bis an den Ventilsitz 6 erstreckt und über eine Kraftstoff-Hochdruckleitung 8 an einen Kraftstoff-Hochdruckspeicher (CommonRail) 9 angeschlossen ist. Im gezeigten geschlossenen Zustand der Kraftstoffeinspritzdüse 1 verhindert ein Dichtkonus 10 der Düsennadel 4 in Verbindung mit dem Ventilsitz 6, dass Kraftstoff aus dem Ringspalt 7 durch Spritzlöcher 11 in den Brennraum der Brennkraftmaschine gelangt.The fuel injection nozzle (injector) 1 for internal combustion engines shown in the figure has a cylindrical nozzle body 2 , which projects with its free lower end into a combustion chamber of the internal combustion engine, not shown in more detail. In a bore 3 of the nozzle body 2, a nozzle needle 4 is axially displaceably guided by a closing spring 5 in a conical valve seat. 6 at the combustion chamber end of the bore 3 is pressed. The nozzle needle 4 is surrounded at the combustion chamber end by an annular gap 7 which extends to the valve seat 6 and is connected via a high-pressure fuel line 8 to a high-pressure fuel accumulator (common rail) 9 . In the closed state of the fuel injection nozzle 1 shown, a sealing cone 10 of the nozzle needle 4 in conjunction with the valve seat 6 prevents fuel from entering the annular gap 7 through injection holes 11 into the combustion chamber of the internal combustion engine.

Das brennraumabgewandte verdickte Ende 12 der Düsennadel 4 ist in der Längsbohrung (Führungsbohrung) 13 einer Steuerhülse 14 axial verschiebbar geführt, die innerhalb einer an die Hochdruckleitung 8 angeschlossenen Kammer 15 eines Modulkörpers 16 angeordnet ist. In der Führungsbohrung 13 ist zwischen einem darin verschiebbar geführten Steuerkolben 17 und der Düsennadel 4 ein erster Steuerraum 18 gebildet. Auf seiner dem ersten Steuerraum 18 abgewandten Seite begrenzt der Steuerkolben 17 in der Führungsbohrung 13 einen zweiten Steuerraum 19, der über eine Dichtkante 20 der Steuerhülse 14 gegenüber der Kammer 15 abgedichtet, also von dem darin herrschenden Hochdruck (Raildruck) entkoppelt ist. Die Schließfeder 5 ist an der Steuerhülse 14 abgestützt, die dadurch mit ihrer Dichtkante 20 gegen die Kammerwand 21 gedrückt wird. Die Führungsbohrung 13 weist im ersten Steuerraum 18 einen radial nach innen gerichteten Ringvorsprung 22 auf, dessen Unterseite einen Anschlag für die Düsennadel 4 und dessen Oberseite einen Anschlag für den Steuerkolben 17 bildet. Die an der Düsennadel 4 angreifende Schließfeder 5 ist im ersten Steuerraum 18 angeordnet und am Ringvorsprung 22 abgestützt. Der Steuerkolben 17 ist durch eine Vorspannfeder 23, die im zweiten Steuerraum 19 angeordnet und an der Kammerwand 21 abgestützt ist, in Anlage an den Ringvorsprung 22 vorgespannt. Die Vorspannfeder 23 ist deutlich schwächer als die Schließfeder 5 ausgelegt.The combustion chamber facing away thickened end 12 of the nozzle needle 4 is axially displaceably guided in the longitudinal bore (guide bore) 13 of a control sleeve 14 which is disposed within a connected to the high-pressure line 8 chamber 15 of a module body 16 . In the guide bore 13, a first control chamber 18 is formed between a control piston 17 guided therein displaceably and the nozzle needle 4. On its side facing away from the first control chamber 18 side, the control piston 17 in the guide bore 13 defines a second control chamber 19, which is sealed via a sealing edge 20 of the control sleeve 14 relative to the chamber 15, that is decoupled from the high pressure (rail pressure) prevailing therein. The closing spring 5 is supported on the control sleeve 14, which is thereby pressed with its sealing edge 20 against the chamber wall 21 . The guide bore 13 has in the first control chamber 18 on a radially inwardly directed annular projection 22 , the underside of which forms a stop for the nozzle needle 4 and the top thereof a stop for the control piston 17. The engaging on the nozzle needle 4 closing spring 5 is disposed in the first control chamber 18 and supported on the annular projection 22. The control piston 17 is biased by a biasing spring 23, which is arranged in the second control chamber 19 and supported on the chamber wall 21 in abutment against the annular projection 22. The biasing spring 23 is much weaker than the closing spring 5 designed.

Eine Bohrung in der Hülsenwand der Steuerhülse 14 bildet eine Zulaufdrossel (Z-Drossel) 24, über die der erste Steuerraum 18 mit der Kammer 15 bzw. mit der Hochdruckleitung 8 verbunden ist. Eine im Steuerkolben 17 vorgesehene Bohrung bildet eine Dämpferdrossel 25, über welche die beiden Steuerräume 18, 19 miteinander verbunden sind. Eine Bohrung in der Kammerwand 21 bildet eine Ablaufdrossel (A-Drossel) 26, die über ein 2/2-Wege-Schaltventil 27 mit einem Ablauf (Lecköl) 28 verbunden ist. Die Dämpferdrossel 25 weist einen höheren Drosselwiderstand als die Zulaufdrossel 24 und als die Ablaufdrossel 26 auf.A bore in the sleeve wall of the control sleeve 14 forms an inlet throttle (Z-throttle) 24, via which the first control chamber 18 is connected to the chamber 15 and to the high-pressure line 8. A provided in the control piston 17 bore forms a damper throttle 25, via which the two control chambers 18, 19 are interconnected. A bore in the chamber wall 21 forms an outlet throttle (A throttle) 26, which via a 2/2-way switching valve 27 with a drain (Leakage oil) 28 is connected. The damper throttle 25 has a higher throttle resistance than the inlet throttle 24 and as the outlet throttle 26.

Nachfolgend wird die Funktionsweise der erfindungsgemäßen Kraftstoffeinspritzdüse 1 beschrieben.The operation of the fuel injection nozzle 1 according to the invention will be described below.

In der Figur ist das Schaltventil 27 nicht bestromt, so dass in beiden Steuerräumen 18, 19 Raildruck herrscht. Wird das Schaltventil 27 bestromt, wird zuerst der zweite Steuerraum 19 über die Ablaufdrossel 26, deren Drosselwiderstand deutlich kleiner als der Drosselwiderstand der Dämpferdrossel 25 ist, entlastet. Die Dämpferdrossel 25 und das kleine Führungsspiel des Steuerkolbens 17 in der Führungsbohrung 13 verhindern einen sofortigen Druckabfall auch im ersten Steuerraum 18. Der Druck im zweiten Steuerraum 19 sinkt unter den Raildruck ab, so dass der Steuerkolben 17 nach oben bis zur Anlage an der Kammerwand 21 verfährt. Dadurch vergrößert sich das Volumen des ersten Steuerraums 18, und der darin herrschende Druck sinkt unter Raildruck ab. Durch diesen Druckverlust im ersten Steuerraum 18 reicht die Öffnungskraft, die über den Raildruck an einer Druckschulter 29 der Düsennadel 4 wirkt, aus, die Düsennadel gegen die Wirkung der Schließfeder 5 und den im ersten Steuerraum 18 herrschenden Schließdruck aufzusteuern. Dabei verfährt die Düsennadel 4 zunächst mit hoher Nadelgeschwindigkeit um einen bestimmten Öffnungshub, der dem Hub des Steuerkolbens 17 entspricht. Wenn der Steuerkolben 17 an der Kammerwand 21 anliegt und die Düsennadel 4 das Volumen im ersten Steuerraum 18 komprimiert, wird die Düsennadel 4 abgebremst und verfährt, da über die Dämpferdrossel 25 eine nur geringe Steuermenge aus dem ersten Steuerraum 18 abgeführt wird, mit geringer Geschwindigkeit weiter. Die Düsennadel 4 verfährt maximal bis zur Anlage am Ringvorsprung 22, dessen düsennadelseitige Anschlagfläche so ausgebildet ist, dass keine hydraulischen Nebeneffekte den Schließprozess beeinflussen.In the figure, the switching valve 27 is not energized, so that prevails in both control chambers 18, 19 rail pressure. If the switching valve 27 is energized, first the second control chamber 19 via the outlet throttle 26, the throttle resistance is significantly smaller than the throttle resistance of the damper throttle 25, relieved. The damper throttle 25 and the small guide play of the control piston 17 in the guide bore 13 prevent an immediate pressure drop in the first control chamber 18. The pressure in the second control chamber 19 drops below the rail pressure, so that the control piston 17 upwards to rest against the chamber wall 21st moves. As a result, the volume of the first control chamber 18 increases, and the pressure prevailing therein drops below the rail pressure. Due to this pressure loss in the first control chamber 18, the opening force, which acts via the rail pressure on a pressure shoulder 29 of the nozzle needle 4, is sufficient to control the nozzle needle against the action of the closing spring 5 and the closing pressure prevailing in the first control chamber 18. In this case, the nozzle needle 4 initially moves at a high needle speed by a certain opening stroke, which corresponds to the stroke of the control piston 17. When the control piston 17 rests against the chamber wall 21 and the nozzle needle 4 compresses the volume in the first control chamber 18, the nozzle needle 4 is decelerated and moves, since only a small amount of control from the first control chamber 18 is discharged via the damper throttle 25, with low speed on , The nozzle needle 4 moves maximally to rest on the annular projection 22, the nozzle needle-side stop surface is formed so that no hydraulic side effects affect the closing process.

Das Schließen der Düsennadel 4 wird mit dem Zurücksetzen des Schaltventils 1 begonnen, wodurch der Durchfluss durch die Ablaufdrossel 26 gestoppt wird. Über die Zulaufdrossel 24, die einen möglichst hohen Durchfluss aufweist, werden nun die beiden Steuerräume 18, 19 befüllt. Die Düsennadel 4 verfährt zurück in ihren Ventilsitz 6, und die Einspritzung ist beendet. Durch die Vorspannfeder 23 wird der Steuerkolben 17 zurück in seine in der Figur gezeigte Ausgangstellung verfahren.The closing of the nozzle needle 4 is started with the resetting of the switching valve 1, whereby the flow through the discharge throttle 26 is stopped. About the inlet throttle 24, which has the highest possible flow, now the two control chambers 18, 19 are filled. The nozzle needle 4 moves back into their Valve seat 6, and the injection is completed. By the biasing spring 23, the control piston 17 is moved back to its starting position shown in the figure.

Claims (9)

Kraftstoffeinspritzdüse (1) für Brennkraftmaschinen, mit einem Düsenkörper (2) mit mindestens einem Spritzloch (11) und einer axial verschiebbaren Düsennadel (4), die das mindestens eine Spritzloch (11) für die Einspritzung von unter Hochdruck stehendem Kraftstoff gegen die Wirkung einer Schließfeder (5) freigibt oder verschließt,
gekennzeichnet durch: - eine Führungsbohrung (13), in der die Düsennadel (4) und ein Steuerkolben (17) unter Ausbildung eines dazwischen liegenden ersten Steuerraums (18) geführt sind und der Steuerkolben (17) auf seiner dem ersten Steuerraum (18) abgewandten Seite einen zweiten Steuerraum (19) begrenzt, - ein Schaltventil (27), das zwischen dem zweiten Steuerraum (19) und einem Ablauf (28) vorgesehen ist, - eine Zulaufdrossel (24), über welche der erste Steuerraum (18) mit einer Hochdruckleitung (8) verbunden ist, - eine im Steuerkolben (17) vorgesehene Dämpferdrossel (25), über welche die beiden Steuerräume (18, 19) miteinander verbunden sind, und - eine Vorspannfeder (23), die den Steuerkolben (17) in Richtung auf die Düsennadel (4) vorspannt. Fuel injection nozzle (1) for internal combustion engines, comprising a nozzle body (2) having at least one injection hole (11) and an axially displaceable nozzle needle (4), the at least one injection hole (11) for the injection of high-pressure fuel against the action of a closing spring (5) releases or closes,
characterized by : - A guide bore (13), in which the nozzle needle (4) and a control piston (17) to form an intermediate first control chamber (18) are guided and the control piston (17) on its first control chamber (18) facing away from a second Control room (19) limited, a switching valve (27) provided between the second control chamber (19) and a drain (28), - An inlet throttle (24), via which the first control chamber (18) is connected to a high-pressure line (8), - One in the control piston (17) provided damper throttle (25) via which the two control chambers (18, 19) are interconnected, and - A biasing spring (23) which biases the control piston (17) in the direction of the nozzle needle (4). Kraftstoffeinspritzdüse nach Anspruch 1, dadurch gekennzeichnet, dass die Führungsbohrung (13) durch die Längsbohrung einer Steuerhülse (14) gebildet ist, welche in einer an die Hochdruckleitung (8) angeschlossenen Kammer (15) angeordnet ist, wobei die Führungsbohrung (13) gegenüber der Kammer (15) abgedichtet ist.Fuel injection nozzle according to Claim 1, characterized in that the guide bore (13) is formed by the longitudinal bore of a control sleeve (14) which is arranged in a chamber (15) connected to the high-pressure line (8), the guide bore (13) being opposite the Chamber (15) is sealed. Kraftstoffeinspritzdüse nach Anspruch 2, dadurch gekennzeichnet, dass die Steuerhülse (14) durch die an der Düsennadel (4) abgestützte Schließfeder (5) in dichtender Anlage an einer Kammerwand (21) gehalten ist.Fuel injection nozzle according to claim 2, characterized in that the Control sleeve (14) by the at the nozzle needle (4) supported closing spring (5) is held in sealing engagement with a chamber wall (21). Kraftstoffeinspritzdüse nach Anspruch 2 oder 3, dadurch gekennzeichnet, dass die Zulaufdrossel (24) durch eine Bohrung in der Hülsenwand der Steuerhülse (14) gebildet ist.Fuel injection nozzle according to claim 2 or 3, characterized in that the inlet throttle (24) is formed by a bore in the sleeve wall of the control sleeve (14). Kraftstoffeinspritzdüse nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Dämpferdrossel (25) einen höheren Drosselwiderstand als die Zulaufdrossel (24) aufweist.Fuel injection nozzle according to one of the preceding claims, characterized in that the damper throttle (25) has a higher throttle resistance than the inlet throttle (24). Kraftstoffeinspritzdüse nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Schließfeder (5) im ersten Steuerraum (18) angeordnet ist.Fuel injection nozzle according to one of the preceding claims, characterized in that the closing spring (5) in the first control chamber (18) is arranged. Kraftstoffeinspritzdüse nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Führungsbohrung (13) einen ersten Anschlag (22) aufweist, der den Öffnungshub der Düsennadel (4) begrenzt.Fuel injection nozzle according to one of the preceding claims, characterized in that the guide bore (13) has a first stop (22) which limits the opening stroke of the nozzle needle (4). Kraftstoffeinspritzdüse nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Führungsbohrung (13) einen zweiten Anschlag (22) aufweist, der den Hub des Steuerkolbens (17) begrenzt.Fuel injection nozzle according to one of the preceding claims, characterized in that the guide bore (13) has a second stop (22) which limits the stroke of the control piston (17). Kraftstoffeinspritzdüse nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Vorspannfeder (23) im zweiten Steuerraum (19) angeordnet ist.Fuel injection nozzle according to one of the preceding claims, characterized in that the biasing spring (23) in the second control chamber (19) is arranged.
EP06110845A 2005-05-02 2006-03-08 Fuel injector Withdrawn EP1719904A1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102005220359 2005-05-02

Publications (1)

Publication Number Publication Date
EP1719904A1 true EP1719904A1 (en) 2006-11-08

Family

ID=36751906

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06110845A Withdrawn EP1719904A1 (en) 2005-05-02 2006-03-08 Fuel injector

Country Status (1)

Country Link
EP (1) EP1719904A1 (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1967727A2 (en) * 2007-03-08 2008-09-10 Robert Bosch Gmbh Fuel injector with improved implementation of a control valve for controlling an injection needle
US8480009B2 (en) 2010-07-30 2013-07-09 Caterpillar Inc. Large bore fuel system and fuel injector for same
WO2013178338A1 (en) * 2012-05-30 2013-12-05 L'orange Gmbh Injector
DE102013002969B3 (en) * 2013-02-22 2014-05-22 L'orange Gmbh fuel injector
CN110848060A (en) * 2019-10-14 2020-02-28 中国北方发动机研究所(天津) Electric control pressure accumulation oil sprayer

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19939420A1 (en) 1999-08-20 2001-03-01 Bosch Gmbh Robert Fuel injection method and system for an internal combustion engine
FR2823535A1 (en) * 2001-04-12 2002-10-18 Toyota Motor Co Ltd Fuel injector has system to prevent increase in clearance between valve and lift limiter
US20020153429A1 (en) * 2000-01-28 2002-10-24 Friedrich Boecking Injection nozzle
FR2824109A1 (en) * 2001-04-27 2002-10-31 Denso Corp Fuel injection valve for motor vehicle Diesel internal combustion engine has needle controlled by actuator cylinder for accurate lift from seat
DE10315489B3 (en) * 2003-04-04 2004-08-26 Robert Bosch Gmbh Fuel injector for use in internal combustion engine has integrated damping piston and has pressure increasing system connected to fuel pressure reservoir
US20050023372A1 (en) * 2003-07-31 2005-02-03 Weimken Norval J. Variable control orifice member and fuel injector using same

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19939420A1 (en) 1999-08-20 2001-03-01 Bosch Gmbh Robert Fuel injection method and system for an internal combustion engine
US20020153429A1 (en) * 2000-01-28 2002-10-24 Friedrich Boecking Injection nozzle
FR2823535A1 (en) * 2001-04-12 2002-10-18 Toyota Motor Co Ltd Fuel injector has system to prevent increase in clearance between valve and lift limiter
FR2824109A1 (en) * 2001-04-27 2002-10-31 Denso Corp Fuel injection valve for motor vehicle Diesel internal combustion engine has needle controlled by actuator cylinder for accurate lift from seat
DE10315489B3 (en) * 2003-04-04 2004-08-26 Robert Bosch Gmbh Fuel injector for use in internal combustion engine has integrated damping piston and has pressure increasing system connected to fuel pressure reservoir
US20050023372A1 (en) * 2003-07-31 2005-02-03 Weimken Norval J. Variable control orifice member and fuel injector using same

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1967727A2 (en) * 2007-03-08 2008-09-10 Robert Bosch Gmbh Fuel injector with improved implementation of a control valve for controlling an injection needle
EP1967727A3 (en) * 2007-03-08 2009-07-01 Robert Bosch Gmbh Fuel injector with improved implementation of a control valve for controlling an injection needle
US8480009B2 (en) 2010-07-30 2013-07-09 Caterpillar Inc. Large bore fuel system and fuel injector for same
WO2013178338A1 (en) * 2012-05-30 2013-12-05 L'orange Gmbh Injector
DE102013002969B3 (en) * 2013-02-22 2014-05-22 L'orange Gmbh fuel injector
US9765737B2 (en) 2013-02-22 2017-09-19 L'orange Gmbh Fuel injector
CN110848060A (en) * 2019-10-14 2020-02-28 中国北方发动机研究所(天津) Electric control pressure accumulation oil sprayer
CN110848060B (en) * 2019-10-14 2022-03-15 中国北方发动机研究所(天津) Electric control pressure accumulation oil sprayer

Similar Documents

Publication Publication Date Title
EP1387939B1 (en) Fuel injection valve for internal combustion engines
EP1853813B1 (en) Injection nozzle
WO2002090756A1 (en) Fuel injection device for combustion motors, especially common rail injector, fuel system and internal combustion engine
DE102004017305A1 (en) Fuel injection device for internal combustion engines with directly controllable nozzle needles
EP1719904A1 (en) Fuel injector
DE102007043538A1 (en) Injector with hydraulic damper
DE102004024527A1 (en) Fuel injection system
EP1354133B1 (en) Fuel-injection device
EP1541859B1 (en) Injection valve
DE102007005382A1 (en) Injector i.e. common rail injector, for injecting fuel e.g. diesel, into combustion chamber of internal-combustion engine, has control valve for varying control pressure, and fuel tank connected with nozzle chamber via throttle channel
EP1608866A1 (en) Fuel-injection valve for internal combustion engines
WO2003074865A1 (en) Installation for the pressure-modulated formation of the injection behavior
DE10307002A1 (en) Fuel injection nozzle has outer nozzle needle and control element in form of inner nozzle needle with first and second lower and higher fuel outlet cross-section positions
DE102005014180A1 (en) Fuel injector for internal combustion (IC) engine, has pilot space formed on injection valve member facing side of pilot piston and opened into pilot connection arranged with solenoid-operated pilot control valve
DE102005020359A1 (en) Fuel injection valve for IC engine has the valve needle driven by two control pistons linked by flow restrictions for a rapid initial opening followed by a controlled further opening
EP1576283A1 (en) Fuel injection valve for internal combustion engines
DE10160490B4 (en) Fuel injection device, fuel system and internal combustion engine
DE102005005713A1 (en) Jet construction group with injection valve for internal combustion engine has two recesses in jet needle
EP1655479B1 (en) Fuel injection device
DE10164395A1 (en) Fuel injection device for IC engine has leakage channel connecting control pressure space for valve piston to discharge bore
DE10141111A1 (en) Fuel injection device for internal combustion engines
EP1067284A1 (en) Fuel injection valve
EP1654454B1 (en) Fuel injection device for a combustion engine
DE10003252A1 (en) Injector
WO2004018866A1 (en) Fuel injection device for an internal combustion engine

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR MK YU

AKX Designation fees paid
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20070509

REG Reference to a national code

Ref country code: DE

Ref legal event code: 8566