EP1869310B1 - Fuel injection valve - Google Patents

Fuel injection valve Download PDF

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Publication number
EP1869310B1
EP1869310B1 EP06724919A EP06724919A EP1869310B1 EP 1869310 B1 EP1869310 B1 EP 1869310B1 EP 06724919 A EP06724919 A EP 06724919A EP 06724919 A EP06724919 A EP 06724919A EP 1869310 B1 EP1869310 B1 EP 1869310B1
Authority
EP
European Patent Office
Prior art keywords
housing part
housing
fuel injection
injection valve
fuel
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.)
Not-in-force
Application number
EP06724919A
Other languages
German (de)
French (fr)
Other versions
EP1869310A1 (en
Inventor
Siegfried Ruthardt
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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1869310A1 publication Critical patent/EP1869310A1/en
Application granted granted Critical
Publication of EP1869310B1 publication Critical patent/EP1869310B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/0603—Injectors peculiar thereto with means directly operating the valve needle using piezoelectric or magnetostrictive operating 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/004—Joints; Sealings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/10—Other injectors with elongated valve bodies, i.e. of needle-valve type
    • F02M61/12—Other injectors with elongated valve bodies, i.e. of needle-valve type characterised by the provision of guiding or centring means for valve bodies
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/168—Assembling; Disassembling; Manufacturing; Adjusting
    • 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
    • F02M2200/16—Sealing of fuel injection apparatus not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
    • F02M2200/703—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic
    • 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
    • F02M2200/80—Fuel injection apparatus manufacture, repair or assembly
    • F02M2200/8076—Fuel injection apparatus manufacture, repair or assembly involving threaded members
    • 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
    • F02M2200/90—Selection of particular materials
    • F02M2200/9053—Metals

Definitions

  • the invention relates to a fuel injector, in particular an injector for fuel injection systems of air-compressing, self-igniting internal combustion engines, according to the preamble of claim 1.
  • Such a fuel injection valve is through the DE 100 62 960 A known.
  • This fuel injection valve has a valve housing, which is composed of a first housing part and at least one second housing part, wherein a housing wall of the first housing part is connected in a connecting region at least indirectly with a housing wall of the second housing part.
  • the housing wall of the first housing part is at least indirectly supported in the connecting region on the housing wall of the second housing part at least in the radial direction.
  • the housing wall of the second housing part is designed reinforced at least in the connection region.
  • the supply of fuel under high pressure in the fuel injection valve is effected by a centrally extending in the first housing part channel and a central channel in an injection valve member.
  • the fuel injection valve according to the invention with the features of claim 1 has the advantage that the fuel through the interior of the valve housing can be easily fed without an additional fuel channel is required.
  • the at least radial support of the housing wall of the first housing part on the housing wall of the second housing part results in a secure seal, which is supported by the pressure prevailing in the interior of the high pressure.
  • the first housing part is connected to the second housing part by means of a clamping nut. Further, it is advantageous that the first housing part has an external thread, that the clamping nut has an internal thread, that the internal thread of the clamping nut for connecting the first housing part with the second housing part is engaged and that the clamping nut is designed so that a uniform possible power transmission takes place via the engaging threads of the first housing part and the clamping nut. In a conventional screw the majority of the holding force is applied by the first threads.
  • the stresses caused by the high pressure of the fuel can be optimized, in particular evenly distributed, so that stress peaks are avoided and a uniform stress load occurs, which additionally reduces the stresses occurring due to the internal pressure.
  • the design of the clamping nut can be determined by means of a method making use of the finite element method. Specifically, the clamping nut, at least in the area of the front engaged threads a smaller wall thickness than in the area of the rear engaging threads.
  • the second housing part has a conical support shoulder and that the first housing part is supported on the support shoulder.
  • an advantageous support of the first housing part is achieved in the radial direction, in which due to the internal pressure of the fuel, the sealing force and thus the sealing function is supported at the interface between the housing parts.
  • the second housing part in the connection region has a greater wall thickness than the first housing part, so that the support effect is further improved.
  • the second housing part may be formed of a material having an increased strength.
  • the second housing part may for example be made of a high-alloy steel, so that in terms of the production of the entire fuel injection valve, the production costs and the production costs are optimized.
  • Fig. 1 shows an embodiment of a fuel injection valve 1 of the invention in a schematic axial sectional view.
  • the fuel injection valve 1 can serve, in particular, as an injector for fuel injection systems of mixture-compression, self-igniting internal combustion engines.
  • the fuel injection valve 1 is suitable for commercial vehicles or passenger cars.
  • a preferred use of the fuel injection valve 1 is for a fuel injection system with a common rail, which leads diesel fuel under high pressure to a plurality of fuel injection valves 1.
  • the fuel injection valve 1 according to the invention is also suitable for other applications.
  • the fuel injection valve 1 has a valve housing 4 consisting of a first housing part 2 and a second housing part 3.
  • the first housing part 2 is designed as an injector body 2 and the second housing part 3 is designed as a nozzle body 3.
  • the fuel injection valve 1 has a valve seat body 5, which is integrally connected to the second housing part 3.
  • a valve seat surface 6 is formed, which cooperates with a valve closing body 8 which can be actuated by a valve needle 7 to form a sealing seat.
  • the valve closing body 8 is formed integrally with the valve needle 7.
  • the valve needle 7 has a valve needle piston 9 which is guided in a valve needle guide 14 of the second housing part 3.
  • the valve needle 7 is arranged substantially inside the second housing part 3.
  • the first housing part 2 of the fuel injection valve 1 has a fuel inlet nozzle 10 shown in simplified form, to which a fuel line (not shown) can be connected in order to connect the fuel injection valve 1 to a common rail or another device.
  • the fuel inlet nozzle 10 has a fuel passage 11, via which fuel can be introduced into an inner space 12 of the valve housing 4 of the fuel injection valve 1.
  • the interior 12 is predetermined by the first housing part 2 and the second housing part 3.
  • a fuel chamber 13 is still formed, which is connected via provided in the valve needle guide 14 passage openings 15, 16 with the interior 12, so that the introduced through the fuel passage 11 into the fuel injection valve 1 via the fuel chamber 12 and the Passage openings 15, 16 passes into the fuel chamber 13.
  • the pressure of the fuel can be, for example, 200 MPa (2000 bar).
  • a piezoelectric actuator 17 is arranged, which consists of several layers.
  • an actuator base 18 is added, which is supported on an inner side 19 of the first housing part 2.
  • an electrical connection point 20 is formed, to which an electrical supply line (not shown) can be connected to the fuel injection valve 1 in order to connect electrical lines 21, 22 via the electrical supply line to a control unit or the like ,
  • the electrical lines 21, 22 are guided through the first housing part 2 and the actuator base 18 in the interior 12 of the valve housing 4 and via electrical contacts 23, 24th connected to the active layers of the actuator 17.
  • an actuator head 30 is attached to the actuator 17.
  • the actuator 17 When the actuator 17 is acted upon by a control voltage, the actuator 17 is charged, so that it expands in an axial direction 31 against the force of a valve spring 32, the actuator 17 via the actuator head 30 and a pressure plate 33, a valve piston 34 in FIG the axial direction 31 is adjusted.
  • Fig. 1 illustrated embodiment results from the charge of the actuator 17 in Fig. 1 illustrated starting position of the valve piston 34, in which the fuel injection valve 1 is in the closed state, as further explained below.
  • valve piston 34 is guided on the side facing away from the pressure plate 33 in a control chamber sleeve 35, which is supported with an edge 36 on a throttle plate 37, whereby a control chamber 38 is formed.
  • the control chamber sleeve 35 is acted upon by the valve spring 32, which is supported on the one hand on the throttle plate 33 and on the other hand on an end face of the control chamber sleeve 35.
  • the fuel injection valve 1 In the non-actuated state of the fuel injection valve 1 is located in the control chamber 38 fuel at high pressure.
  • the control chamber 38 is connected via a formed in the throttle plate 37 throttle 39 with another control chamber 40 in connection.
  • the control chamber 40 is formed by the valve needle piston 9, the throttle plate 37 and a further control chamber sleeve 41, which is supported on the one hand via an edge 42 on the throttle plate 37 and on the other hand acted upon by a further valve spring 43.
  • the valve spring 43 is supported on the one hand on the control chamber sleeve 41 and on the other hand at one with the Valve needle piston 9 fastened ring element 44.
  • valve piston 34, the control chamber sleeve 35, the throttle plate 37, the control chamber sleeve 41, the valve needle piston 9 and the valve springs 32, 43 are part of a hydraulic coupler 45.
  • hydraulic coupler 45 are caused in particular during operation of the fuel injection valve 1 due to temperature changes Changes in length of components of the fuel injection valve 1 compensated.
  • a leakage gap is formed between the valve piston 34 and the control chamber sleeve 35 and between the valve needle piston 9 and the control chamber sleeve 41, which allow a fuel flow and fuel discharge over a period of time which is large compared to an operating cycle.
  • the actuator 17 For actuating the fuel injection valve 1, the actuator 17 is discharged by lowering the control voltage, so that the actuator contracts against the axial direction 31. Due to the force of the valve spring 32, a displacement of the piston 34 connected to the pressure plate 33 takes place counter to the axial direction 31, so that the pressure of the fuel in the control chamber 38 is considerably reduced. Due to the resulting pressure difference, pressure equalization takes place via the throttle 39 between the control chamber 40 and the control chamber 38, which also reduces the pressure of the fuel in the control chamber 40.
  • valve needle piston 9 of the valve needle 7 The force acting on a pressure shoulder 50 on the valve needle piston 9 of the valve needle 7, which is caused by the high pressure of the fuel in the fuel chamber 13, then outweighs the oppositely acting force, which is composed of the force of the valve spring 43 and the pressure generated by the fuel in the control chamber 40, acting on the valve needle piston 9 force.
  • the valve needle piston 9 is displaced counter to the axial direction 31, so that the valve closing body 8 connected to the valve needle 7 lifts off from the valve seat surface 6 formed on the valve seat body 5 and the sealing seat formed between the valve seat surface 6 and the valve closing body 8 is opened.
  • fuel from the fuel chamber 13 can be injected via the open sealing seat and the spray hole 52 into a (not shown) combustion chamber of an internal combustion engine.
  • the actuator 17 is recharged by increasing the control voltage, so that the actuator 17 expands in the axial direction 31 and the pressure of the fuel in the control chamber 38 is raised again by the corresponding adjustment of the valve piston 34.
  • the fuel flows from the control chamber 38 via the throttle 39 into the control chamber 40, so that the pressure of the fuel in the control chamber 40 increases.
  • the force which is composed of the force of the valve spring 43 and the force acting on the valve pin piston 9 by the pressure of the fuel in the control chamber 40, exceeds the force which results from the pressure of the fuel passing through the pressure shoulder 50 and acts on the valve closing body 8 on the valve needle 7, there is an adjustment of the valve needle 7 in the axial direction 31 in the in the Fig. 1 illustrated starting position in which the fuel injection valve 1 is closed again.
  • the first housing part 2 is connected to the second housing part 3 in a connection region 60.
  • a housing wall 61 of the first housing part 2 on an external thread 62 which is in engagement with an internal thread 63 of a clamping nut 64.
  • the second housing part 3 has a housing wall 65, wherein a shoulder 66 of the housing wall 65 is formed, which will engage behind the clamping nut 64.
  • the clamping nut 64 is supported on the shoulder 66, so that the first housing part 2 is acted upon in the axial direction 31 against a conical support shoulder 67 of the second housing part 3 with a connecting force.
  • the conical support shoulder 67 which is formed on the housing wall 65 of the second housing part 3, the cross-section, in particular the diameter, of the interior 12 of the valve housing 4 in the axial direction 31 is reduced.
  • the components of the fuel injection valve 1, for which a large installation space is required, are accommodated in the region of the large cross section of the interior.
  • a large installation space is required for the actuator 17, the valve spring 42, the control chamber sleeve 35, the valve piston 34 and the throttle plate 37.
  • the housing wall 61 of the first housing part 2 is configured in the connection area 60 with a reduced outer diameter.
  • the diameter of the inner space 12, which is predetermined by the first housing part 2 is constant in the axial direction 31, so that the wall thickness of the first housing part 2 in the connection area 60 is reduced.
  • the housing wall 61 of the first housing part 2 Due to the high pressure of the fuel in the interior 12, therefore, high voltages occur in the housing wall 61 of the first housing part 2 in the connection region 60.
  • the open end of the first housing part 2 of the valve housing 4 in the connection region 60 is a weak point for the design of the tightness and strength.
  • the housing wall 61 of the first housing part 2 is supported at least indirectly on the housing wall 65 of the second housing part 3 in the radial direction 68 off.
  • the housing wall 65 of the second housing part 3 is made reinforced in the connection area 60.
  • the voltages occurring in the housing wall 61 of the first housing part 2 in the connection region 60 due to the high pressure of the fuel can be absorbed by the housing wall 65 of the second housing part 3, so that the above-mentioned weak point is eliminated. Specifically, this can considerably increase the pressure of the fuel in the interior 12 and, for example, assume values of 200 MPa (2000 bar).
  • the sealing effect between the housing wall 61 of the first housing part 2 and the housing wall 65 of the second housing part 3 is applied on the one hand by acting in the axial direction 31 clamping force of the clamping nut 64.
  • On the other hand results from the pressure of the fuel in the interior 12 an additional loading of the housing wall 61 of the first housing part 2 in the radial direction 68 against the conical support shoulder 67, resulting in an additional, self-reinforcing sealing effect.
  • the housing wall 65 of the second housing part 3 can be configured, at least in the area of the conical support shoulder 67, from a material having increased strength.
  • a further reduction of the occurring stresses results from the design of the clamping nut 64.
  • the geometrical design of the clamping nut 64 is by means of a Finite element method so determined that stress spikes are avoided and a uniform stress load occurs, which additionally reduces the stresses caused by the internal pressure.
  • the force distribution in the engagement region of the threads 62, 63 is improved by the clamping nut 64 in the region 69 of the front engaged threads has a smaller wall thickness than in the region 70 of the rear engaging threads, which, for example, by the in the Fig. 1 illustrated bulbous configuration of the clamping nut 64 in the connection region 60 can be achieved.
  • the invention is not limited to the described embodiments.
  • the invention is also suitable for a fuel injection valve 1, which has a valve housing 4 composed of more than two housing parts 2, 3.
  • the invention is also suitable for fuel injection valves 1 with other actuating mechanisms.
  • the hydraulic coupler 45 designed as a repeater in the exemplary embodiment can also be embodied as a power amplifier or can only assume the function of temperature compensation.

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

Abstract

A fuel injection valve for internal combustion engines has a valve housing composed of a first housing part and a second housing part which are connected to one another in a connecting region. In order to improve the strength of the connection in relation to the pressure of the fuel which prevails in an inner space, the housing wall of the first housing part is supported in the connecting region on the housing wall of the second housing part, and the housing wall of the second housing part is of reinforced design in the connecting region.

Description

Die Erfindung betrifft ein Brennstoffeinspritzventil, insbesondere einen Injektor für Brennstoffeinspritzanlagen von luftverdichtenden, selbstzündenden Brennkraftmaschinen, nach dem Oberbegriff des Anspruchs 1.The invention relates to a fuel injector, in particular an injector for fuel injection systems of air-compressing, self-igniting internal combustion engines, according to the preamble of claim 1.

Ein solches Brennstoffeinspritzventil ist durch die DE 100 62 960 A bekannt. Dieses Brennstoffeinspritzventil weist ein Ventilgehäuse auf, das aus einem ersten Gehäuseteil und zumindest einem zweiten Gehäuseteil zusammengesetzt ist, wobei eine Gehäusewand des ersten Gehäuseteils in einem Verbindungsbereich zumindest mittelbar mit einer Gehäusewand des zweiten Gehäuseteils verbunden ist. Die Gehäusewand des ersten Gehäuseteils ist in dem Verbindungsbereich zumindest mittelbar an der Gehäusewand des zweiten Gehäuseteils zumindest in radialer Richtung abgestützt. Die Gehäusewand des zweiten Gehäuseteils ist zumindest in dem Verbindungsbereich verstärkt ausgestaltet. Die Zuführung von unter Hochdruck stehendem Brennstoff in das Brennstoffeinspritzventil erfolgt durch einen zentral im ersten Gehäuseteil verlaufenden Kanal und durch einen zentralen Kanal in einem Einspritzventilglied.Such a fuel injection valve is through the DE 100 62 960 A known. This fuel injection valve has a valve housing, which is composed of a first housing part and at least one second housing part, wherein a housing wall of the first housing part is connected in a connecting region at least indirectly with a housing wall of the second housing part. The housing wall of the first housing part is at least indirectly supported in the connecting region on the housing wall of the second housing part at least in the radial direction. The housing wall of the second housing part is designed reinforced at least in the connection region. The supply of fuel under high pressure in the fuel injection valve is effected by a centrally extending in the first housing part channel and a central channel in an injection valve member.

Vorteile der ErfindungAdvantages of the invention

Das erfindungsgemäße Brennstoffeinspritzventil mit den Merkmalen des Anspruchs 1 hat demgegenüber den Vorteil, dass der Brennstoff durch den Innenraum des Ventilgehäuses einfach zugeführt werden kann, ohne dass ein zusätzlicher Brennstoffkanal erforderlich ist. Durch die zumindest radiale Abstützung der Gehäusewand des ersten Gehäuseteils an der Gehäusewand des zweiten Gehäuseteils ergibt sich eine sichere Abdichtung, die durch den im Innenraum herrschenden Hochdruck unterstützt wird.The fuel injection valve according to the invention with the features of claim 1 has the advantage that the fuel through the interior of the valve housing can be easily fed without an additional fuel channel is required. The at least radial support of the housing wall of the first housing part on the housing wall of the second housing part results in a secure seal, which is supported by the pressure prevailing in the interior of the high pressure.

Vorteilhaft ist es, dass das erste Gehäuseteil mit dem zweiten Gehäuseteil mittels einer Spannmutter verbunden ist. Ferner ist es vorteilhaft, dass das erste Gehäuseteil ein Außengewinde aufweist, dass die Spannmutter ein Innengewinde aufweist, dass das Innengewinde der Spannmutter zur Verbindung des ersten Gehäuseteils mit dem zweiten Gehäuseteil im Eingriff steht und dass die Spannmutter so ausgestaltet ist, dass eine möglichst gleichmäßige Kraftübertragung über die in Eingriff stehenden Gewindegänge des ersten Gehäuseteils und der Spannmutter erfolgt. Bei einer gewöhnlichen Schraubverbindung wird der größte Teil der Haltekraft von den ersten Gewindegängen aufgebracht. Durch eine geeignete Geometrieauslegung der Spannmutter können allerdings die durch den hohen Druck des Brennstoffs hervorgerufenen Spannungen optimiert, insbesondere gleichmäßig verteilt werden, so dass Spannungsspitzen vermieden werden und eine gleichmäßige Spannungsbelastung auftritt, die zusätzlich die durch den Innendruck auftretenden Spannungen reduziert. Die Ausgestaltung der Spannmutter kann dabei mittels eines von der Finite-Elemente-Methode Gebrauch machenden Verfahrens bestimmt werden. Speziell kann die Spannmutter zumindest im Bereich der vorderen in Eingriff stehenden Gewindegänge eine kleinere Wandstärke aufweisen als im Bereich der hinteren in Eingriff stehenden Gewindegänge.It is advantageous that the first housing part is connected to the second housing part by means of a clamping nut. Further, it is advantageous that the first housing part has an external thread, that the clamping nut has an internal thread, that the internal thread of the clamping nut for connecting the first housing part with the second housing part is engaged and that the clamping nut is designed so that a uniform possible power transmission takes place via the engaging threads of the first housing part and the clamping nut. In a conventional screw the majority of the holding force is applied by the first threads. By means of a suitable geometry design of the clamping nut, however, the stresses caused by the high pressure of the fuel can be optimized, in particular evenly distributed, so that stress peaks are avoided and a uniform stress load occurs, which additionally reduces the stresses occurring due to the internal pressure. The design of the clamping nut can be determined by means of a method making use of the finite element method. Specifically, the clamping nut, at least in the area of the front engaged threads a smaller wall thickness than in the area of the rear engaging threads.

Vorteilhaft ist es, dass das zweite Gehäuseteil eine konische Stützschulter aufweist und dass das erste Gehäuseteil an der Stützschulter abgestützt ist. Auf diese Weise wird eine vorteilhafte Abstützung des ersten Gehäuseteils in radialer Richtung erreicht, bei der auf Grund des Innendrucks des Brennstoffs die Dichtkraft und damit die Dichtfunktion an der Schnittstelle zwischen den Gehäuseteilen unterstützt wird.It is advantageous that the second housing part has a conical support shoulder and that the first housing part is supported on the support shoulder. In this way, an advantageous support of the first housing part is achieved in the radial direction, in which due to the internal pressure of the fuel, the sealing force and thus the sealing function is supported at the interface between the housing parts.

In vorteilhafter Weise weist das zweite Gehäuseteil im Verbindungsbereich eine größere Wandstärke als das erste Gehäuseteil auf, so dass die Stützwirkung weiter verbessert ist. Alternativ oder zusätzlich kann das zweite Gehäuseteil aus einem Material gebildet sein, das eine erhöhte Festigkeit aufweist. Das zweite Gehäuseteil kann beispielsweise aus einem hochlegierten Stahl gefertigt sein, so dass in Bezug auf die Herstellung des gesamten Brennstoffeinspritzventils der Fertigungsaufwand und die Fertigungskosten optimiert sind.Advantageously, the second housing part in the connection region has a greater wall thickness than the first housing part, so that the support effect is further improved. Alternatively or additionally, the second housing part may be formed of a material having an increased strength. The second housing part may for example be made of a high-alloy steel, so that in terms of the production of the entire fuel injection valve, the production costs and the production costs are optimized.

Zeichnungdrawing

Ein bevorzugtes Ausführungsbeispiel der Erfindung ist in der nachfolgenden Beschreibung an Hand der beigefügten Zeichnungen näher erläutert. Es zeigt:

  • Fig. 1 ein Ausführungsbeispiel des Brennstoffeinspritzventils der Erfindung in einer axialen Schnittdarstellung.
A preferred embodiment of the invention is explained in more detail in the following description with reference to the accompanying drawings. It shows:
  • Fig. 1 an embodiment of the fuel injection valve of the invention in an axial sectional view.

Beschreibung des AusführungsbeispielsDescription of the embodiment

Fig. 1 zeigt ein Ausführungsbeispiel eines Brennstoffeinspritzventils 1 der Erfindung in einer schematischen axialen Schnittdarstellung. Das Brennstoffeinspritzventil 1 kann insbesondere als Injektor für Brennstoffeinspritzanlagen von gemischverdichtenden, selbstzündenden Brennkraftmaschinen dienen. Insbesondere eignet sich das Brennstoffeinspritzventil 1 für Nutzkraftwagen oder Personenkraftwagen. Ein bevorzugter Einsatz des Brennstoffeinspritzventils 1 besteht für eine Brennstoffeinspritzanlage mit einem Common Rail, das Dieselbrennstoff unter hohem Druck zu mehreren Brennstoffeinspritzventilen 1 führt. Das erfindungsgemäße Brennstoffeinspritzventil 1 eignet sich jedoch auch für andere Anwendungsfälle. Fig. 1 shows an embodiment of a fuel injection valve 1 of the invention in a schematic axial sectional view. The fuel injection valve 1 can serve, in particular, as an injector for fuel injection systems of mixture-compression, self-igniting internal combustion engines. In particular, the fuel injection valve 1 is suitable for commercial vehicles or passenger cars. A preferred use of the fuel injection valve 1 is for a fuel injection system with a common rail, which leads diesel fuel under high pressure to a plurality of fuel injection valves 1. However, the fuel injection valve 1 according to the invention is also suitable for other applications.

Das Brennstoffeinspritzventil 1 weist ein aus einem ersten Gehäuseteil 2 und einem zweiten Gehäuseteil 3 bestehendes Ventilgehäuse 4 auf. Das erste Gehäuseteil 2 ist dabei als Injektorkörper 2 ausgestaltet und das zweite Gehäuseteil 3 ist als Düsenkörper 3 ausgestaltet. Ferner weist das Brennstoffeinspritzventil 1 einen Ventilsitzkörper 5 auf, der einstückig mit dem zweiten Gehäuseteil 3 verbunden ist. An dem Ventilsitzkörper 5 ist eine Ventilsitzfläche 6 ausgebildet, die mit einem von einer Ventilnadel 7 betätigbaren Ventilschließkörper 8 zu einem Dichtsitz zusammenwirkt. Dabei ist der Ventilschließkörper 8 einteilig mit der Ventilnadel 7 ausgebildet.The fuel injection valve 1 has a valve housing 4 consisting of a first housing part 2 and a second housing part 3. The first housing part 2 is designed as an injector body 2 and the second housing part 3 is designed as a nozzle body 3. Furthermore, the fuel injection valve 1 has a valve seat body 5, which is integrally connected to the second housing part 3. On the valve seat body 5, a valve seat surface 6 is formed, which cooperates with a valve closing body 8 which can be actuated by a valve needle 7 to form a sealing seat. In this case, the valve closing body 8 is formed integrally with the valve needle 7.

Die Ventilnadel 7 weist einen Ventilnadelkolben 9 auf, der in einer Ventilnadelführung 14 des zweiten Gehäuseteils 3 geführt ist. Die Ventilnadel 7 ist dabei im Wesentlichen innerhalb des zweiten Gehäuseteils 3 angeordnet.The valve needle 7 has a valve needle piston 9 which is guided in a valve needle guide 14 of the second housing part 3. The valve needle 7 is arranged substantially inside the second housing part 3.

Das erste Gehäuseteil 2 des Brennstoffeinspritzventils 1 weist einen vereinfacht dargestellten Brennstoffeinlassstutzen 10 auf, an dem eine (nicht dargestellte) Brennstoffleitung anschließbar ist, um das Brennstoffeinspritzventil 1 an ein Common Rail oder eine andere Einrichtung anzuschließen. Der Brennstoffeinlassstutzen 10 weist einen Brennstoffkanal 11 auf, über den Brennstoff in einen Innenraum 12 des Ventilgehäuses 4 des Brennstoffeinspritzventils 1 einbringbar ist. Der Innenraum 12 ist dabei durch das erste Gehäuseteil 2 und das zweite Gehäuseteil 3 vorgegeben. Außerdem ist in dem zweiten Gehäuseteil 3 noch ein Brennstoffraum 13 ausgebildet, der über in der Ventilnadelführung 14 vorgesehene Durchlassöffnungen 15, 16 mit dem Innenraum 12 verbunden ist, so dass der durch den Brennstoffkanal 11 in das Brennstoffeinspritzventil 1 eingeführte Brennstoff über den Innenraum 12 und die Durchlassöffnungen 15, 16 in den Brennstoffraum 13 gelangt. Der Druck des Brennstoffs kann dabei beispielsweise 200 MPa (2000 bar) betragen.The first housing part 2 of the fuel injection valve 1 has a fuel inlet nozzle 10 shown in simplified form, to which a fuel line (not shown) can be connected in order to connect the fuel injection valve 1 to a common rail or another device. The fuel inlet nozzle 10 has a fuel passage 11, via which fuel can be introduced into an inner space 12 of the valve housing 4 of the fuel injection valve 1. The interior 12 is predetermined by the first housing part 2 and the second housing part 3. In addition, in the second housing part 3, a fuel chamber 13 is still formed, which is connected via provided in the valve needle guide 14 passage openings 15, 16 with the interior 12, so that the introduced through the fuel passage 11 into the fuel injection valve 1 via the fuel chamber 12 and the Passage openings 15, 16 passes into the fuel chamber 13. The pressure of the fuel can be, for example, 200 MPa (2000 bar).

In dem Innenraum 12 des Ventilgehäuses 4 ist ein piezoelektrischer Aktor 17 angeordnet, der aus mehreren Schichten besteht. An den Aktor 17 ist einerseits ein Aktorfuß 18 angefügt, der sich an einer Innenseite 19 des ersten Gehäuseteils 2 abstützt. An dem ersten Gehäuseteil ist gegenüberliegend zu dem Aktorfuß 18 eine elektrische Anschlussstelle 20 ausgebildet, an der eine (nicht dargestellte) elektrische Zuleitung mit dem Brennstoffeinspritzventil 1 verbunden werden kann, um elektrische Leitungen 21, 22 über die elektrische Zuleitung mit einem Steuergerät oder dergleichen zu verbinden. Die elektrischen Leitungen 21, 22 sind durch das erste Gehäuseteil 2 und den Aktorfuß 18 in den Innenraum 12 des Ventilgehäuses 4 geführt und über elektrische Kontakte 23, 24 mit den aktiven Schichten des Aktors 17 verbunden. Andererseits ist an den Aktor 17 ein Aktorkopf 30 angefügt. Bei einer Beaufschlagung des Aktors 17 mit einer Steuerspannung erfolgt eine Ladung des Aktors 17, so dass sich dieser in einer axialen Richtung 31 entgegen der Kraft einer Ventilfeder 32 ausdehnt, wobei der Aktor 17 über den Aktorkopf 30 und eine Druckplatte 33, einen Ventilkolben 34 in der axialen Richtung 31 verstellt.In the interior 12 of the valve housing 4, a piezoelectric actuator 17 is arranged, which consists of several layers. To the actuator 17 on the one hand, an actuator base 18 is added, which is supported on an inner side 19 of the first housing part 2. On the first housing part, opposite to the actuator base 18, an electrical connection point 20 is formed, to which an electrical supply line (not shown) can be connected to the fuel injection valve 1 in order to connect electrical lines 21, 22 via the electrical supply line to a control unit or the like , The electrical lines 21, 22 are guided through the first housing part 2 and the actuator base 18 in the interior 12 of the valve housing 4 and via electrical contacts 23, 24th connected to the active layers of the actuator 17. On the other hand, an actuator head 30 is attached to the actuator 17. When the actuator 17 is acted upon by a control voltage, the actuator 17 is charged, so that it expands in an axial direction 31 against the force of a valve spring 32, the actuator 17 via the actuator head 30 and a pressure plate 33, a valve piston 34 in FIG the axial direction 31 is adjusted.

Bei dem in Fig. 1 dargestellten Ausführungsbeispiel ergibt sich durch die Ladung des Aktors 17 die in Fig. 1 dargestellte Ausgangslage des Ventilkolbens 34, in der sich das Brennstoffeinspritzventil 1 im geschlossenen Zustand befindet, wie es nachfolgend weiter ausgeführt ist.At the in Fig. 1 illustrated embodiment results from the charge of the actuator 17 in Fig. 1 illustrated starting position of the valve piston 34, in which the fuel injection valve 1 is in the closed state, as further explained below.

Der Ventilkolben 34 ist auf der der Druckplatte 33 abgewandten Seite in einer Steuerraumhülse 35 geführt, die sich mit einer Kante 36 an einer Drosselplatte 37 abstützt, wodurch ein Steuerraum 38 gebildet ist. Die Steuerraumhülse 35 wird dabei von der Ventilfeder 32 beaufschlagt, die sich einerseits an der Drosselplatte 33 und andererseits an einer Stirnseite der Steuerraumhülse 35 abstützt. Im nicht betätigten Zustand des Brennstoffeinspritzventils 1 befindet sich im Steuerraum 38 Brennstoff unter hohem Druck.The valve piston 34 is guided on the side facing away from the pressure plate 33 in a control chamber sleeve 35, which is supported with an edge 36 on a throttle plate 37, whereby a control chamber 38 is formed. The control chamber sleeve 35 is acted upon by the valve spring 32, which is supported on the one hand on the throttle plate 33 and on the other hand on an end face of the control chamber sleeve 35. In the non-actuated state of the fuel injection valve 1 is located in the control chamber 38 fuel at high pressure.

Der Steuerraum 38 steht über eine in der Drosselplatte 37 ausgebildete Drossel 39 mit einem weiteren Steuerraum 40 in Verbindung. Der Steuerraum 40 ist dabei durch den Ventilnadelkolben 9, die Drosselplatte 37 und eine weitere Steuerraumhülse 41 gebildet, die sich einerseits über eine Kante 42 an der Drosselplatte 37 abstützt und andererseits von einer weiteren Ventilfeder 43 beaufschlagt wird. Die Ventilfeder 43 stützt sich dabei einerseits an der Steuerraumhülse 41 und andererseits an einem mit dem Ventilnadelkolben 9 befestigten Ringelement 44 ab. In dem dargestellten Ausgangszustand, in dem das Brennstoffeinspritzventil 1 geschlossen ist, befindet sich in dem Brennraum 40 Brennstoff unter hohem Druck.The control chamber 38 is connected via a formed in the throttle plate 37 throttle 39 with another control chamber 40 in connection. The control chamber 40 is formed by the valve needle piston 9, the throttle plate 37 and a further control chamber sleeve 41, which is supported on the one hand via an edge 42 on the throttle plate 37 and on the other hand acted upon by a further valve spring 43. The valve spring 43 is supported on the one hand on the control chamber sleeve 41 and on the other hand at one with the Valve needle piston 9 fastened ring element 44. In the illustrated initial state, in which the fuel injection valve 1 is closed, there is fuel in the combustion chamber 40 under high pressure.

Der Ventilkolben 34, die Steuerraumhülse 35, die Drosselplatte 37, die Steuerraumhülse 41, der Ventilnadelkolben 9 und die Ventilfedern 32, 43 sind Teil eines hydraulischen Kopplers 45. Durch den hydraulischen Koppler 45 werden insbesondere während des Betriebs des Brennstoffeinspritzventils 1 auf Grund von Temperaturänderungen hervorgerufene Längenänderungen von Bauteilen des Brennstoffeinspritzventils 1 kompensiert. Dabei ist zwischen dem Ventilkolben 34 und der Steuerraumhülse 35 sowie zwischen dem Ventilnadelkolben 9 und der Steuerraumhülse 41 jeweils ein Leckspalt ausgebildet, der einen Brennstoffzufluss und Brennstoffabfluss über einen Zeitraum ermöglichen, der groß ist im Vergleich zu einem Betätigungszyklus.The valve piston 34, the control chamber sleeve 35, the throttle plate 37, the control chamber sleeve 41, the valve needle piston 9 and the valve springs 32, 43 are part of a hydraulic coupler 45. By the hydraulic coupler 45 are caused in particular during operation of the fuel injection valve 1 due to temperature changes Changes in length of components of the fuel injection valve 1 compensated. In this case, in each case a leakage gap is formed between the valve piston 34 and the control chamber sleeve 35 and between the valve needle piston 9 and the control chamber sleeve 41, which allow a fuel flow and fuel discharge over a period of time which is large compared to an operating cycle.

Zur Betätigung des Brennstoffeinspritzventils 1 wird der Aktor 17 durch Absenken der Steuerspannung entladen, so dass sich der Aktor entgegen der axialen Richtung 31 zusammenzieht. Durch die Kraft der Ventilfeder 32 erfolgt eine Verschiebung des mit der Druckplatte 33 verbundenen Kolbens 34 entgegen der axialen Richtung 31, so dass sich der Druck des Brennstoffs im Steuerraum 38 erheblich verringert. Über die Drossel 39 erfolgt auf Grund des entstandenen Druckunterschieds ein Druckausgleich zwischen dem Steuerraum 40 und dem Steuerraum 38, wodurch sich auch der Druck des Brennstoffs im Steuerraum 40 verringert. Die an einer Druckschulter 50 an dem Ventilnadelkolben 9 der Ventilnadel 7 angreifende Kraft, die durch den hohen Druck des Brennstoffs im Brennstoffraum 13 hervorgerufen wird, überwiegt dann die entgegengesetzt wirkende Kraft, die sich aus der Kraft der Ventilfeder 43 und der durch den Druck des Brennstoffs im Steuerraum 40 erzeugten, auf den Ventilnadelkolben 9 einwirkenden Kraft zusammensetzt. Dadurch erfolgt eine Verstellung des Ventilnadelkolbens 9 entgegen der axialen Richtung 31, so dass sich der mit der Ventilnadel 7 verbundene Ventilschließkörper 8 von der an dem Ventilsitzkörper 5 ausgebildeten Ventilsitzfläche 6 abhebt und der zwischen der Ventilsitzfläche 6 und dem Ventilschließkörper 8 gebildete Dichtsitz geöffnet wird. Dadurch kann Brennstoff aus dem Brennstoffraum 13 über den geöffneten Dichtsitz und das Spritzloch 52 in einen (nicht dargestellten) Brennraum einer Brennkraftmaschine eingespritzt werden.For actuating the fuel injection valve 1, the actuator 17 is discharged by lowering the control voltage, so that the actuator contracts against the axial direction 31. Due to the force of the valve spring 32, a displacement of the piston 34 connected to the pressure plate 33 takes place counter to the axial direction 31, so that the pressure of the fuel in the control chamber 38 is considerably reduced. Due to the resulting pressure difference, pressure equalization takes place via the throttle 39 between the control chamber 40 and the control chamber 38, which also reduces the pressure of the fuel in the control chamber 40. The force acting on a pressure shoulder 50 on the valve needle piston 9 of the valve needle 7, which is caused by the high pressure of the fuel in the fuel chamber 13, then outweighs the oppositely acting force, which is composed of the force of the valve spring 43 and the pressure generated by the fuel in the control chamber 40, acting on the valve needle piston 9 force. As a result, the valve needle piston 9 is displaced counter to the axial direction 31, so that the valve closing body 8 connected to the valve needle 7 lifts off from the valve seat surface 6 formed on the valve seat body 5 and the sealing seat formed between the valve seat surface 6 and the valve closing body 8 is opened. As a result, fuel from the fuel chamber 13 can be injected via the open sealing seat and the spray hole 52 into a (not shown) combustion chamber of an internal combustion engine.

Zum Schließen des Brennstoffeinspritzventils 1 wird der Aktor 17 durch eine Erhöhung der Steuerspannung wieder geladen, so dass sich der Aktor 17 in der axialen Richtung 31 ausdehnt und durch die entsprechende Verstellung des Ventilkolbens 34 der Druck des Brennstoffes im Steuerraum 38 wieder angehoben wird. Dadurch strömt der Brennstoff aus dem Steuerraum 38 über die Drossel 39 in den Steuerraum 40, so dass auch der Druck des Brennstoffes im Steuerraum 40 ansteigt. Sobald die Kraft, die sich aus der Kraft der Ventilfeder 43 und der durch den Druck des Brennstoffes im Steuerraum 40 auf den Ventilnadelkolben 9 einwirkenden Kraft zusammensetzt, die Kraft übersteigt, die sich auf Grund des Druckes des Brennstoffs ergibt, der über die Druckschulter 50 und an dem Ventilschließkörper 8 auf die Ventilnadel 7 einwirkt, erfolgt eine Verstellung der Ventilnadel 7 in der axialen Richtung 31 in die in der Fig. 1 dargestellte Ausgangslage, in der das Brennstoffeinspritzventil 1 wieder geschlossen ist.To close the fuel injection valve 1, the actuator 17 is recharged by increasing the control voltage, so that the actuator 17 expands in the axial direction 31 and the pressure of the fuel in the control chamber 38 is raised again by the corresponding adjustment of the valve piston 34. As a result, the fuel flows from the control chamber 38 via the throttle 39 into the control chamber 40, so that the pressure of the fuel in the control chamber 40 increases. As soon as the force, which is composed of the force of the valve spring 43 and the force acting on the valve pin piston 9 by the pressure of the fuel in the control chamber 40, exceeds the force which results from the pressure of the fuel passing through the pressure shoulder 50 and acts on the valve closing body 8 on the valve needle 7, there is an adjustment of the valve needle 7 in the axial direction 31 in the in the Fig. 1 illustrated starting position in which the fuel injection valve 1 is closed again.

Das erste Gehäuseteil 2 ist mit dem zweiten Gehäuseteil 3 in einem Verbindungsbereich 60 verbunden. Hierfür weist eine Gehäusewand 61 des ersten Gehäuseteils 2 ein Außengewinde 62 auf, das mit einem Innengewinde 63 einer Spannmutter 64 in Eingriff steht. Das zweite Gehäuseteil 3 weist eine Gehäusewand 65 auf, wobei ein Absatz 66 der Gehäusewand 65 ausgebildet ist, der von der Spannmutter 64 hintergrifen wird. Beim Aufschrauben der Spannmutter 64 auf das Gewinde 62 des ersten Gehäuseteils 2 stützt sich die Spannmutter 64 an dem Absatz 66 ab, so dass das erste Gehäuseteil 2 in der axialen Richtung 31 gegen eine konische Stützschulter 67 des zweiten Gehäuseteils 3 mit einer Verbindungskraft beaufschlagt wird. Im Bereich der konischen Stützschulter 67, die an der Gehäusewand 65 des zweiten Gehäuseteils 3 ausgebildet ist, verringert sich dabei der Querschnitt, insbesondere der Durchmesser, des Innenraums 12 des Ventilgehäuses 4 in der axialen Richtung 31.The first housing part 2 is connected to the second housing part 3 in a connection region 60. For this purpose, a housing wall 61 of the first housing part 2 on an external thread 62, which is in engagement with an internal thread 63 of a clamping nut 64. The second housing part 3 has a housing wall 65, wherein a shoulder 66 of the housing wall 65 is formed, which will engage behind the clamping nut 64. When screwing the clamping nut 64 on the thread 62 of the first housing part 2, the clamping nut 64 is supported on the shoulder 66, so that the first housing part 2 is acted upon in the axial direction 31 against a conical support shoulder 67 of the second housing part 3 with a connecting force. In the region of the conical support shoulder 67, which is formed on the housing wall 65 of the second housing part 3, the cross-section, in particular the diameter, of the interior 12 of the valve housing 4 in the axial direction 31 is reduced.

Die Bauteile des Brennstoffeinspritzventils 1, für die ein großer Einbauraum erforderlich ist, sind im Bereich des großen Querschnitts des Innenraums untergebracht. Beispielsweise ist für den Aktor 17, die Ventilfeder 42, die Steuerraumhülse 35, den Ventilkolben 34 und die Drosselplatte 37 ein großer Einbauraum erforderlich. Um den Außendurchmesser des Ventilgehäuses 4 des Brennstoffeinspritzventils 1 zu optimieren, ist die Gehäusewand 61 des ersten Gehäuseteils 2 im Verbindungsbereich 60 mit verringertem Außendurchmesser ausgestaltet. Der Durchmesser des Innenraums 12, der durch das erste Gehäuseteil 2 vorgegeben ist, ist allerdings in axialer Richtung 31 konstant, so dass die Wandstärke des ersten Gehäuseteils 2 im Verbindungsbereich 60 verringert ist. Auf Grund des hohen Druckes des Brennstoffs im Innenraum 12 treten daher hohe Spannungen in der Gehäusewand 61 des ersten Gehäuseteils 2 im Verbindungsbereich 60 auf. Somit stellt das offene Ende des ersten Gehäuseteils 2 des Ventilgehäuses 4 im Verbindungsbereich 60 eine Schwachstelle für die Auslegung der Dichtigkeit und Festigkeit dar. Erfindungsgemäß stützt sich deshalb die Gehäusewand 61 des ersten Gehäuseteils 2 zumindest mittelbar an der Gehäusewand 65 des zweiten Gehäuseteils 3 in radialer Richtung 68 ab. Ferner ist die Gehäusewand 65 des zweiten Gehäuseteils 3 im Verbindungsbereich 60 verstärkt ausgestaltet. Somit können die in der Gehäusewand 61 des ersten Gehäuseteils 2 im Verbindungsbereich 60 auf Grund des hohen Druckes des Brennstoffs auftretenden Spannungen von der Gehäusewand 65 des zweiten Gehäuseteils 3 aufgenommen werden, so dass die oben genannte Schwachstelle behoben ist. Speziell kann dadurch der Druck des Brennstoffs im Innenraum 12 erheblich gesteigert werden und beispielsweise Werte von 200 MPa (2000 bar) annehmen. Die Dichtwirkung zwischen der Gehäusewand 61 des ersten Gehäuseteils 2 und der Gehäusewand 65 des zweiten Gehäuseteils 3 wird zum einen durch die in axialer Richtung 31 wirkende Spannkraft der Spannmutter 64 aufgebracht. Zum anderen ergibt sich durch den Druck des Brennstoffs im Innenraum 12 eine zusätzliche Beaufschlagung der Gehäusewand 61 des ersten Gehäuseteils 2 in radialer Richtung 68 gegen die konische Stützschulter 67, wodurch sich eine zusätzliche, selbstverstärkende Dichtwirkung ergibt.The components of the fuel injection valve 1, for which a large installation space is required, are accommodated in the region of the large cross section of the interior. For example, a large installation space is required for the actuator 17, the valve spring 42, the control chamber sleeve 35, the valve piston 34 and the throttle plate 37. In order to optimize the outer diameter of the valve housing 4 of the fuel injection valve 1, the housing wall 61 of the first housing part 2 is configured in the connection area 60 with a reduced outer diameter. However, the diameter of the inner space 12, which is predetermined by the first housing part 2, is constant in the axial direction 31, so that the wall thickness of the first housing part 2 in the connection area 60 is reduced. Due to the high pressure of the fuel in the interior 12, therefore, high voltages occur in the housing wall 61 of the first housing part 2 in the connection region 60. Thus, the open end of the first housing part 2 of the valve housing 4 in the connection region 60 is a weak point for the design of the tightness and strength. According to the invention, therefore, the housing wall 61 of the first housing part 2 is supported at least indirectly on the housing wall 65 of the second housing part 3 in the radial direction 68 off. Furthermore, the housing wall 65 of the second housing part 3 is made reinforced in the connection area 60. Thus, the voltages occurring in the housing wall 61 of the first housing part 2 in the connection region 60 due to the high pressure of the fuel can be absorbed by the housing wall 65 of the second housing part 3, so that the above-mentioned weak point is eliminated. Specifically, this can considerably increase the pressure of the fuel in the interior 12 and, for example, assume values of 200 MPa (2000 bar). The sealing effect between the housing wall 61 of the first housing part 2 and the housing wall 65 of the second housing part 3 is applied on the one hand by acting in the axial direction 31 clamping force of the clamping nut 64. On the other hand results from the pressure of the fuel in the interior 12 an additional loading of the housing wall 61 of the first housing part 2 in the radial direction 68 against the conical support shoulder 67, resulting in an additional, self-reinforcing sealing effect.

Um die Festigkeit im Verbindungsbereich 60 weiter zu verbessern, kann die Gehäusewand 65 des zweiten Gehäuseteils 3 zumindest im Bereich der konischen Stützschulter 67 aus einem Material mit erhöhter Festigkeit ausgestaltet sein.In order to further improve the strength in the connection region 60, the housing wall 65 of the second housing part 3 can be configured, at least in the area of the conical support shoulder 67, from a material having increased strength.

Eine weitere Reduzierung der auftretenden Spannungen ergibt sich durch die Ausgestaltung der Spannmutter 64. Die Geometrieauslegung der Spannmutter 64 ist mittels einer Finite-Elemente-Methode so bestimmt, dass Spannungsspitzen vermieden werden und eine gleichmäßige Spannungsbelastung auftritt, die zusätzlich die durch den Innendruck auftretenden Spannungen reduziert. Insbesondere wird die Kraftverteilung im Eingriffsbereich der Gewinde 62, 63 verbessert, indem die Spannmutter 64 im Bereich 69 der vorderen in Eingriff stehenden Gewindegänge eine kleinere Wandstärke aufweist als im Bereich 70 der hinteren in Eingriff stehenden Gewindegänge, was beispielsweise durch die in der Fig. 1 dargestellte bauchförmige Ausgestaltung der Spannmutter 64 im Verbindungsbereich 60 erreicht werden kann.A further reduction of the occurring stresses results from the design of the clamping nut 64. The geometrical design of the clamping nut 64 is by means of a Finite element method so determined that stress spikes are avoided and a uniform stress load occurs, which additionally reduces the stresses caused by the internal pressure. In particular, the force distribution in the engagement region of the threads 62, 63 is improved by the clamping nut 64 in the region 69 of the front engaged threads has a smaller wall thickness than in the region 70 of the rear engaging threads, which, for example, by the in the Fig. 1 illustrated bulbous configuration of the clamping nut 64 in the connection region 60 can be achieved.

Die Erfindung ist nicht auf die beschriebenen Ausführungsbeispiele beschränkt. Insbesondere eignet sich die Erfindung auch für ein Brennstoffeinspritzventil 1, das ein aus mehr als zwei Gehäuseteilen 2, 3 zusammengesetztes Ventilgehäuse 4 aufweist. Ferner eignet sich die Erfindung auch für Brennstoffeinspritzventile 1 mit anderen Betätigungsmechanismen. Insbesondere kann der in dem Ausführungsbeispiel als Wegverstärker ausgebildete hydraulische Koppler 45 auch als Kraftverstärker ausgebildet sein oder lediglich die Funktion der Temperaturkompensation übernehmen.The invention is not limited to the described embodiments. In particular, the invention is also suitable for a fuel injection valve 1, which has a valve housing 4 composed of more than two housing parts 2, 3. Furthermore, the invention is also suitable for fuel injection valves 1 with other actuating mechanisms. In particular, the hydraulic coupler 45 designed as a repeater in the exemplary embodiment can also be embodied as a power amplifier or can only assume the function of temperature compensation.

Claims (9)

  1. Fuel injection valve (1), in particular injector for fuel injection systems of air-compressing, autoignition internal combustion engines, having a valve housing (4) which is composed of a first housing part (2) and at least one second housing part (3), with a housing wall (61) of the first housing part (2) being connected, in a connecting region (60), at least indirectly to a housing wall (65) of the second housing part (3), with the housing wall (61) of the first housing part (2) being supported, in the connecting region (60), at least indirectly and at least in the radial direction (68) on the housing wall (65) of the second housing part (3), and with the housing wall (65) of the second housing part (3) being of reinforced design at least in the connecting region (60), characterized in that the fuel supply in the fuel injection valve (1) takes place through an interior space (12) which is delimited by the housing parts (2, 3) and in which highly pressurized fuel is provided during operation of the fuel injection valve (1), and in that the housing wall (61) of the first housing part (2) and the housing wall (65) of the second housing part (3) delimit the interior space (12) of the valve housing (4) in the connecting region (60).
  2. Fuel injection valve according to Claim 1, characterized in that the first housing part (2) is connected to the second housing part (3) by means of a clamping nut (64).
  3. Fuel injection valve according to Claim 2, characterized in that the first housing part (2) has an external thread (62), in that the clamping nut (64) has an internal thread (63), in that the internal thread (63) of the clamping nut (64) is in engagement in order to connect the first housing part (2) to the second housing part (3), and in that the clamping nut (64) is designed such that an at least approximately uniform transmission of force takes place via the thread flights, which are in engagement, of the first housing part (2) and of the clamping nut (64).
  4. Fuel injection valve according to Claim 3, characterized in that the clamping nut (64) has a smaller wall thickness at least in the region (69) of the front thread flights which are in engagement than in the region (70) of the rear thread flights which are in engagement.
  5. Fuel injection valve according to one of Claims 1 to 4, characterized in that the second housing part (3) is embodied as a nozzle body (3).
  6. Fuel injection valve according to one of Claims 1 to 5, characterized in that the second housing part (3) has a support shoulder (67) and in that the first housing part (2) is supported on the support shoulder (67).
  7. Fuel injection valve according to Claim 6, characterized in that the support shoulder (67) is designed as a conical support shoulder (67).
  8. Fuel injection valve according to one of Claims 1 to 7, characterized in that the second housing part (3) has a greater wall thickness than the first housing part (2) in the connecting region (60).
  9. Fuel injection valve according to one of Claims 1 to 8, characterized in that the second housing part (3) is formed from a material which has a higher strength than the material of the first housing part (2).
EP06724919A 2005-04-06 2006-03-03 Fuel injection valve Not-in-force EP1869310B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005015735A DE102005015735A1 (en) 2005-04-06 2005-04-06 Fuel injector
PCT/EP2006/060423 WO2006106021A1 (en) 2005-04-06 2006-03-03 Fuel injection valve

Publications (2)

Publication Number Publication Date
EP1869310A1 EP1869310A1 (en) 2007-12-26
EP1869310B1 true EP1869310B1 (en) 2008-11-26

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EP06724919A Not-in-force EP1869310B1 (en) 2005-04-06 2006-03-03 Fuel injection valve

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US (1) US8181893B2 (en)
EP (1) EP1869310B1 (en)
JP (1) JP4638938B2 (en)
KR (1) KR101092701B1 (en)
AT (1) ATE415556T1 (en)
DE (2) DE102005015735A1 (en)
WO (1) WO2006106021A1 (en)

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JP6482981B2 (en) * 2015-07-31 2019-03-13 日立オートモティブシステムズ株式会社 Flow control valve

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JP4638938B2 (en) 2011-02-23
US8181893B2 (en) 2012-05-22
DE102005015735A1 (en) 2006-10-12
KR101092701B1 (en) 2011-12-09
DE502006002203D1 (en) 2009-01-08
KR20070116248A (en) 2007-12-07
WO2006106021A1 (en) 2006-10-12
EP1869310A1 (en) 2007-12-26
ATE415556T1 (en) 2008-12-15
JP2008534859A (en) 2008-08-28
US20080185462A1 (en) 2008-08-07

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