EP1925812B1 - Fuel injector valve for combustion engines - Google Patents

Fuel injector valve for combustion engines Download PDF

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Publication number
EP1925812B1
EP1925812B1 EP07118225A EP07118225A EP1925812B1 EP 1925812 B1 EP1925812 B1 EP 1925812B1 EP 07118225 A EP07118225 A EP 07118225A EP 07118225 A EP07118225 A EP 07118225A EP 1925812 B1 EP1925812 B1 EP 1925812B1
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EP
European Patent Office
Prior art keywords
control
valve
pressure
chamber
control chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP07118225A
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German (de)
French (fr)
Other versions
EP1925812A1 (en
Inventor
Jochen Mertens
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
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Robert Bosch GmbH
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Publication date
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Publication of EP1925812A1 publication Critical patent/EP1925812A1/en
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Publication of EP1925812B1 publication Critical patent/EP1925812B1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/042—The valves being provided with fuel passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/10—Other injectors with elongated valve bodies, i.e. of needle-valve type
    • F02M61/12—Other injectors with elongated valve bodies, i.e. of needle-valve type characterised by the provision of guiding or centring means for valve bodies
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/001—Control chambers formed by movable sleeves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0045—Three-way valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0047—Four-way valves or valves with more than four ways

Definitions

  • the invention relates to a fuel injection valve for internal combustion engines according to the preamble of claim 1.
  • a fuel injection valve according to the preamble of claim 1 is in DE 10 2005 060 655.5 proposed.
  • a second valve seat near guide bore is formed in the nozzle body for the valve needle, which forms a substantially hydraulically sealing guide for a second guide portion of the valve needle, the hydraulically sealing guides realized a hydraulic limitation of the valve needle pressure chamber on the valve seat side end face with open valve needle.
  • closing of the valve needle is characterized in that a closing space is provided in the rail or system pressure constantly acts in the closing direction on the valve needle, and that an acting on the valve needle control chamber is provided, which is controlled by a control valve and the Opening the valve needle connected to a low pressure / return system and is acted upon to close the valve needle with rail or system pressure.
  • a similar fuel injection valve, however, with a valve needle assembly with two valve pins is in DE 10 2005 060 656.3 proposed.
  • a similar fuel injector shows EP 1 589 217 A .
  • Object of the present invention is to provide a fuel injection valve in which there is a closing, resulting pressure force at unpressurized control chambers on the valve needle.
  • the object of the invention is achieved with the characterizing features of claim 1.
  • the opening forces are generated at the valve needle of the force acting in the opening direction of the valve needle pressure surface and the applied pressure in the second control chamber.
  • These pressure surfaces are the pressure surface facing the tip of the valve needle in the valve needle pressure chamber and the pressure shoulder on the valve needle pointing into the second control chamber.
  • the opening of the valve needle from the closed state is thereby realized only by pressurization of the second control chamber, wherein the second control chamber thereby forms an opening control chamber.
  • the valve needle is closed due to the closing pressure acting on the closing surface.
  • a trained at the top of the valve needle valve needle pressure chamber is realized by the valve seat near guide bore in the nozzle body forms a hydraulically tight guide for the second guide portion of the valve needle, so that the hydraulic tight guide forms a hydraulic boundary of the valve needle pressure chamber on the valve seat side end face with open valve needle.
  • valve needle In an opening-acting control of the valve needle without closing control of the valve needle is in accordance with FIG. 1 and 2 to close the valve needle, only the pressure in the second control chamber lowered again. Due to the pressure reduction in the second control chamber, the valve needle closes automatically.
  • the first control chamber and the second control chamber is permanently hydraulically connected to the low pressure / return system.
  • the second control chamber is connected via a control bore to the control valve, wherein the control bore by means of switching positions of the control valve with the system pressure or with the low-pressure / return system is hydraulically connected.
  • the second control chamber is permanently connected to the system pressure and connected via a control bore to the control valve, wherein the control bore by means of switching positions of the control valve with the low-pressure / return system is hydraulically connected.
  • FIG. 3 An opening-acting control and a closing acting control of the valve needle is provided with a third embodiment according to Fig. 3 achieved.
  • the first control chamber and the second control chamber is hydraulically permanently connected to the low pressure / return system
  • the first control chamber and the second control chamber are additionally connected by means of a respective control bore to the control valve, so that via the control valve of the first control chamber or the second control chamber alternately can be acted upon via one of the two control bores via a high-pressure connection to the system pressure. Due to the double connection by means of the two control bores and by the condition d3> d2, the second control chamber only needs to be subjected to system pressure for a short time to open the valve needle.
  • An opening-acting control with variable opening speed of the valve needle is provided with a fourth embodiment according to FIG. 4 achieved.
  • the first control room and the other control room is constantly hydraulically connected to the low pressure / return system.
  • the second control chamber is connected via a first and a second control bore to the control valve.
  • the second control chamber via the first control bore and, alternatively, also via the second control bore via a high-pressure connection to the system pressure. Due to the double connection by means of the two control bores, the opening speed of the valve needle can be made variable.
  • fuel injection valves have a housing with a nozzle body 2 and a throttle body 3 and a control valve 4. Both parts of the housing are held together hydraulically tight by a device, not shown.
  • a stepped bore 10 is formed, which forms with a top portion a first, valve seat remote guide bore 11 and a lower portion, a second valve seat near guide bore 12.
  • a longitudinally displaceably arranged valve needle 5 is guided, which has a first, valve seat remote guide portion 13 and a second, valve seat near guide portion 14.
  • the valve seat remote guide portion 13 is guided in the valve seat remote guide bore 11 and the valve seat near guide portion 14 in the valve seat near guide bore 12, wherein these holes each form a substantially hydraulically tight guide.
  • the valve seat near guide section 14 terminates at the tip of the valve needle 5 with a valve seat-side end face 8, which forms within the valve seat 18 acting in the opening direction of the valve needle 5 pressure surface 81.
  • the valve needle 5 is traversed over its entire length by a coaxial fuel channel 6, which opens at the valve seat side end face 8 in a valve needle pressure chamber 15.
  • the stepped bore 10 is delimited at one end of the nozzle body 2 by a nozzle body seat 16 formed on the nozzle body 2.
  • the nozzle body seat 16 cooperates with a valve seat 18 formed on the valve needle 5.
  • the nozzle body seat 16 injection openings 17 are connected downstream, which open into the mounting position of the fuel injection valve in a combustion chamber of an internal combustion engine.
  • the valve needle 5 is in the closed state with the valve seat 18 on the nozzle body seat 16.
  • the valve seat 18 has a diameter d4.
  • valve seat 18 When the valve seat 18 rests on the nozzle body seat 16, a sealing seat is formed, which separates the injection openings 17 from the valve needle pressure chamber 15, whereby the injection openings 17 are decoupled from the valve needle pressure chamber 15 acted upon by rail or system pressure. Lifting the valve needle 5 with the valve seat 18 from the nozzle body seat 16, the injection ports are released and fuel is with the in the Valve needle pressure chamber 15 prevailing pressure corresponding to the system pressure, for example, a common rail system of a diesel fuel injector, injected.
  • the fuel injection valves further have a sliding sleeve 20, which is guided axially displaceably in a guide bore 21 with a diameter d2.
  • the sliding sleeve 20 further has an annular surface 22 which presses against an end face 23 of the throttle body 2 and thereby forms a cooperating with the end face 23 sealing surface.
  • the guide bore 21 forms below the slide sleeve 20 a closing space 24 with a closing surface 25 acting in the closing direction of the valve needle 5.
  • a closing spring 29 is arranged, which presses the sliding sleeve 20 against the end face 23.
  • the closing spring 29 simultaneously acts as a closing spring on the valve needle 5, which supports the force acting on the valve needle 5 hydraulic closing force.
  • valve needle 5 ends with an annular surface 28 which is exposed to a first control chamber 30.
  • the first control chamber 30 is thereby hydraulically limited by said annular surface 28 of the valve needle 5, by the end face 23 of the throttle body 3 and by the sliding sleeve 20.
  • the valve needle 5 is at the valve seat remote guide portion 13 outside the valve seat remote guide bore 11 surrounded by an annular space 27 which forms a second control chamber 31.
  • annular space 27 and in the second control chamber 31 opens an inlet channel 271 and a drain channel 272.
  • the valve seat remote guide portion 13 with the diameter d1 tapers towards the valve seat near guide portion 14 out with a diameter d3, wherein between the diameters d1 and d3 at the Valve needle 5 forms a pressure shoulder 32 which is exposed to the second control chamber 31.
  • the operation of the second control chamber 31 will be explained later.
  • the fuel channel 6 of the valve needle 5 leading into the valve needle pressure chamber 15 communicates via the closing space 24, a central bore 26 in the valve sleeve 20 and via a central inlet bore 33 formed in the throttle body 3 to a high-pressure line 34 is connected, which in turn is connected to a high pressure source of a common rail system.
  • a first control concept I in which the injection process is initiated with an opening-acting control.
  • the condition for this control concept is that the following diameter ratios are present: d1>d2>d3> d4.
  • FIG. 1 is in addition to the inlet bore 33, a control bore 35 with a first throttle 36 and a drain hole 37 with a second throttle 38 is formed.
  • the inlet bore 35 is hydraulically connected to the inlet channel 271 and the drain hole 37 to the drain channel 272. From the drain hole 37, which is connected to the low pressure / return system, branches off a hydraulic connecting channel 39 which leads into the first control chamber 30.
  • the control bore 35 is connected to a control line 41 which is connected to the control valve 4.
  • the control valve 4 is according to the embodiment FIG. 1 a 3/2-way valve, which is connected to one connection to the control line 41 with the other connection to a low-pressure / return system and to the third connection via a further, optional throttle with the high-pressure line 34. With the control valve 4 while the control line 41 is connected to activate the valve needle 5 in the second switching position with the high pressure line 34.
  • the closing force acting on the closing surface 25 with the diameter d2 in the closing space 24 is greater than the opening force acting on the end face 8 with the diameter d3 in the valve needle pressure chamber 5 with the valve needle open. Therefore, the valve needle 5 closes automatically.
  • the first control chamber 30 is permanently connected to the low-pressure return system via a separate second drainage bore 311 with a further, optional drainage throttle 312.
  • the second control chamber 31 is permanently connected via a further inlet bore 371 with a further inlet throttle 381 with the system pressure.
  • a control valve 4 in this case a 2/2-way valve is used, which connects or disconnects the second control chamber 31 via the control bore 35 with the low-pressure / return system.
  • a pressure level in the second control chamber 31 is set, which is so low that it is not sufficient to open the valve needle 5 in the first switching position.
  • FIG. 2 is therefore of particular interest for cam-driven systems or non-constant pressure systems, such as the pump nozzle.
  • a second control concept II with an opening and closing control is off FIG. 3 out.
  • closed valve needle 5 acts here, as in the embodiment in FIG. 1
  • the resulting pressure force in the closing space 24 closing The opening movement takes place by pressurization of the second control chamber 31 according to the second switching position of the control valve 4.
  • a resulting pressure force exists, which only 5 opens in the open state of the valve needle. Therefore, after opening, the pressurization of the second control room 31 can be canceled. This is especially through FIG.
  • valve needle 5a according to the center position of the control valve 4 is provided.
  • the first control chamber 30 must be coupled according to the first switching position of the control valve 4 to the high-pressure line 34. If the valve needle 5 is placed in its valve seat 18 after the closing operation, then the opening acting pressure surface on the end face 8 reduces to the size of the pressure surface 81 within the diameter d4. After closing the valve needle 5 is thus again a closing acting resulting pressure force in the closing chamber 24.
  • control valve 4 operates as a 3/2-way valve.
  • the fuel injection valve according to FIG. 3 but also with other control valve variants according to Figure 5a and Figure 5b operate.
  • the control valve 4 according to FIG. 5a is a 3/3-way valve, which represents the described decoupling of the first control chamber 30 and the second control chamber 31 of the high pressure line 34 in the closed position of the valve needle 5 in the second switching position.
  • the control valve 4 according to FIG. 5b it is a 4/2-way valve.
  • the second control chamber 31 via the drain hole 37 is hydraulically permanently connected to the low pressure / return system.
  • the second control chamber 31 is connected via the first control bore 35 and the first control chamber 30 via a second control bore 321 with a further throttle 322 to the control valve 4. Furthermore, the first control chamber 30 via a further inlet bore 341 with a further inlet throttle 342 hydraulically permanently connected to the pressurized with system pressure high pressure line 34.
  • the second control chamber 31 In the illustrated first switching position of the control valve 4, the second control chamber 31 is separated from the system pressure and the first control chamber 30 from the low pressure / return system.
  • the second control chamber 31 is acted upon by the first control bore 35 with the system pressure and the first control chamber 30 connected to the low pressure / return system.
  • there are in the first switching position at FIG. 5b no system pressure leakage through the throttles and the valve needle 5 is kept closed.
  • valve needle 5 can each be opened and closed and essentially only leakage losses in the control phase during opening during the opening pulse or during closing during the Close pulse occurs.
  • the high pressure supply of the high-pressure pump for the common rail storage or other systems is therefore required only by the pilot leakage and the injection quantity.
  • the control is in accordance with FIG. 5a used.
  • a third taxation concept III is out FIG. 4 and 5c out.
  • a fuel injection with variable opening and / or closing speed of the valve needle 5 is possible.
  • the condition for this control concept is: d1>d2>d3> d4.
  • a closing pressure acting on resulting force is closed when the valve needle 5 is open and also when the pressure relief first and second control chambers 30, 31 are present.
  • the movement of the valve needle 5 can be chosen variable. This is done according to FIG. 4 a 3/3-way valve used as a control valve 4.
  • a second control line 412 is present, which leads to a second control bore 331 with a second control throttle 332.
  • the connecting channel 39 to the first control chamber 30 is optionally provided with a further outlet throttle 391.
  • switching position of the control valve 4 are all inlet holes separated from the high pressure line 34. In the second switching position (middle position), only the first control bore 35 is connected via the control line 41 and the first throttle 36 to the high-pressure line 34.
  • the pressure in the second control chamber 31 slowly builds up and the valve needle 5 opens correspondingly slowly according to the mass flow rates.
  • the optional throttle 391 also influences the opening speed.
  • a targeted pilot injection with less fuel is possible.
  • the third switching position is additionally the second control bore 331 coupled to the second control throttle 332 via the second control line 412 to the high-pressure line 34.
  • the pressure build-up in the second control chamber 31 is correspondingly larger, so that the opening movement of the valve needle 5 is also faster. But it is also conceivable to go directly to the third switching position, so as to obtain the shortest opening time of the valve needle 5.
  • the stroke of the valve needle 5 is set to "fast", so that a correspondingly larger amount of fuel can be injected.
  • FIG. 5c out A further embodiment for controlling the fuel injection valve in FIG. 4 comes from FIG. 5c out.
  • the control valve 4 is here a 4/3-way valve.
  • the first control chamber 30 is permanently connected via the drain hole 39 with a drain throttle 391 to the low pressure / return system.
  • the further control bore 331 is placed on the one port of the control valve 4, which is the low-pressure / return system can be activated.
  • the control bore 35 for the second control chamber 31 is placed on the further connection of the control valve 4, which is the high-pressure line 34 can be connected. In the first switching position of the control valve 4, the control bore 35 without pressure connection and the further control bore 331 with return connection, whereby the valve needle 5 closes.
  • the control bore 35 with pressure connection and the further control bore 331 is blocked, ie, without connection neither to return nor to system pressure.
  • About the throttle ratio of the restrictors 36 and 332 results in a moderate pressure level or a slow opening of the valve needle 5.
  • the control bores 35 and 332 with pressure connection so that a higher pressure level in the second control chamber 31 leads to a fast opening.

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

Abstract

The valve has a nozzle body (12) into which a valve needle (5), which is controlled by a control valve (4) and with two guidance sections (13,14) is axially movably guided. A valve seat is formed on a front surface (8) of the valve needle on the valve seat side. Pressure surfaces, which act in an opening direction of the valve needle, are formed by a pressure surface, which is designed at the front surface and a pressure switch, which points into a control space. The pressure in the control space is controlled by the control valve for opening the valve needle.

Description

Die Erfindung betrifft ein Kraftstoffeinspritzventil für Brennkraftmaschinen nach dem Oberbegriff des Anspruchs 1.The invention relates to a fuel injection valve for internal combustion engines according to the preamble of claim 1.

Ein Kraftstoffeinspritzventil gemäß dem Oberbegriff des Anspruchs 1 wird in DE 10 2005 060 655.5 vorgeschlagen. Bei diesem Kraftstoffeinspritzventil ist eine zweite ventilsitznahe Führungsbohrung im Düsenkörper für die Ventilnadel ausgebildet, die eine im Wesentlichen hydraulisch dichtende Führung für einen zweiten Führungsabschnitt der Ventilnadel bildet, wobei die hydraulisch dichtende Führungen eine hydraulische Begrenzung des Ventilnadeldruckraums an der ventilsitzseitigen Stirnfläche bei geöffneter Ventilnadel realisiert. Bei derartigen Kraftstoffeinspritzventilen erfolgt ein Schließen der Ventilnadel dadurch, dass ein Schließraum vorgesehen ist, in dem ständig Rail- bzw. Systemdruck in Schließrichtung auf die Ventilnadel wirkt, und dass ein auf die Ventilnadel einwirkender Steuerraum vorgesehen ist, der von einem Steuerventil angesteuert wird und zum Öffnen der Ventilnadel mit einem Niederdruck-/Rücklaufsystem verbunden und zum Schließen der Ventilnadel mit Rail- bzw. Systemdruck beaufschlagt wird. Ein ähnliches Kraftstoffeinspritzventil jedoch mit einem Ventilnadelverbund mit zwei Ventilnadeln wird in DE 10 2005 060 656.3 vorgeschlagen.A fuel injection valve according to the preamble of claim 1 is in DE 10 2005 060 655.5 proposed. In this fuel injection valve, a second valve seat near guide bore is formed in the nozzle body for the valve needle, which forms a substantially hydraulically sealing guide for a second guide portion of the valve needle, the hydraulically sealing guides realized a hydraulic limitation of the valve needle pressure chamber on the valve seat side end face with open valve needle. In such fuel injection valves closing of the valve needle is characterized in that a closing space is provided in the rail or system pressure constantly acts in the closing direction on the valve needle, and that an acting on the valve needle control chamber is provided, which is controlled by a control valve and the Opening the valve needle connected to a low pressure / return system and is acted upon to close the valve needle with rail or system pressure. A similar fuel injection valve, however, with a valve needle assembly with two valve pins is in DE 10 2005 060 656.3 proposed.

Ein ähnliches Kraftstoffeinspritzventil zeigt EP 1 589 217 A .A similar fuel injector shows EP 1 589 217 A ,

Aufgabe der vorliegenden Erfindung ist es, ein Kraftstoffeinspritzventil zu schaffen, bei dem bei drucklosen Steuerräumen auf die Ventilnadel eine schließend wirkende, resultierende Druckkraft vorliegt.Object of the present invention is to provide a fuel injection valve in which there is a closing, resulting pressure force at unpressurized control chambers on the valve needle.

Vorteile der ErfindungAdvantages of the invention

Die Aufgabe der Erfindung wird mit den kennzeichnenden Merkmalen des Anspruchs 1 gelöst. Mit dem erfindungsgemäßen Kraftstoffeinspritzventil, bei dem zumindest der zweite Steuerraum mittels des Steuerventils druckbelastbar und druckentlastbar ist, werden die Öffnungskräfte an der Ventilnadel von den an der in Öffnungsrichtung der Ventilnadel wirkenden Druckfläche und dem anliegenden Druck im zweiten Steuerraum erzeugt. Diese Druckflächen sind die an die Spitze der Ventilnadel in den Ventilnadeldruckraum weisende Druckfläche und die in den zweiten Steuerraum weisende Druckschulter an der Ventilnadel. Das Öffnen der Ventilnadel aus dem geschlossenen Zustand wird dabei nur durch Druckbeaufschlagung des zweiten Steuerraums realisiert, wobei der zweite Steuerraum dadurch einen Öffnungs-Steuerraum bildet. Bei drucklosen Steuerräumen wird die Ventilnadel aufgrund der schließend wirkenden Druckkraft an der Schließfläche geschlossen. Dies erfolgt durch Betätigung eines Steuerventils, das beispielsweise von einem Magnetsteller oder einem Piezo-Aktor angesteuert wird. Durch die Druckbeaufschlagung des zweiten Steuerraums steigt der Öffnungsdruck und die Ventilnadel hebt vom Ventilsitz ab, wodurch Kraftstoff über die Einspritzöffnungen eingespritzt wird. Zum Schließen der Ventilnadel wird der zweite Steuerraum wieder druckentlastet. Durch das druckbeaufschlagte Öffnen der Ventilnadel liegt ein aktives Öffnen der Ventilnadel vor. Dadurch ist die Abhängigkeit der Öffnungskräfte von der Nadelsitz-Toleranz stark entschärft, wodurch eine Drift des Nadelsitzdurchmessers, der über die Laufzeit des Kraftstoffeinspritzventils zwangsweise entsteht, von wesentlich geringerer Bedeutung ist. Außerdem können die auftretenden Leckageverluste über die hydraulischen Drosseln zum Zeitpunkt der Kraftstoffeinspritzung weitgehend unterbunden werden, weshalb für das Einspritzsystem bei gleichem Systemdruck ein besserer Wirkungsgrad erreicht wird.The object of the invention is achieved with the characterizing features of claim 1. With the fuel injection valve according to the invention, in which at least the second control chamber by means of the control valve is pressure-resistant and pressure relieved, the opening forces are generated at the valve needle of the force acting in the opening direction of the valve needle pressure surface and the applied pressure in the second control chamber. These pressure surfaces are the pressure surface facing the tip of the valve needle in the valve needle pressure chamber and the pressure shoulder on the valve needle pointing into the second control chamber. The opening of the valve needle from the closed state is thereby realized only by pressurization of the second control chamber, wherein the second control chamber thereby forms an opening control chamber. In non-pressurized control chambers, the valve needle is closed due to the closing pressure acting on the closing surface. This is done by actuating a control valve, which is driven for example by a magnetic actuator or a piezo actuator. By the pressurization of the second control chamber, the opening pressure increases and the valve needle lifts off the valve seat, whereby fuel is injected via the injection openings. To close the valve needle, the second control chamber is depressurized again. Due to the pressure-loaded opening of the valve needle, there is an active opening of the valve needle. As a result, the dependence of the opening forces on the needle seat tolerance is greatly mitigated, whereby a drift of the needle seat diameter, which inevitably arises over the life of the fuel injection valve, is of considerably less importance. In addition, the leakage losses occurring over the hydraulic throttles at the time of fuel injection can be largely prevented, which is why for the injection system at the same system pressure, a better efficiency is achieved.

Ein an der Spitze der Ventilnadel ausgebildeter Ventilnadeldruckraum wird realisiert, indem die ventilsitznahe Führungsbohrung im Düsenkörper eine hydraulisch dichte Führung für den zweiten Führungsabschnitt der Ventilnadel bildet, so dass die hydraulische dichte Führung eine hydraulische Begrenzung des Ventilnadeldruckraumes an der ventilsitzseitigen Stirnfläche bei geöffneter Ventilnadel bildet.A trained at the top of the valve needle valve needle pressure chamber is realized by the valve seat near guide bore in the nozzle body forms a hydraulically tight guide for the second guide portion of the valve needle, so that the hydraulic tight guide forms a hydraulic boundary of the valve needle pressure chamber on the valve seat side end face with open valve needle.

Vorteilhafte Weiterbildungen der Erfindung sind durch die Maßnahmen der Unteransprüche möglich.Advantageous developments of the invention are possible by the measures of the subclaims.

Bei einer öffnend wirkende Ansteuerung der Ventilnadel ohne schließende Ansteuerung der Ventilnadel wird gemäß Figur 1 und 2 zum Schließen der Ventilnadel lediglich der Druck im zweiten Steuerraum wieder abgesenkt. Durch den Druckabbau im zweiten Steuerraum schließt die Ventilnadel selbsttätig. Dazu ist der erste Steuerraum und der zweite Steuerraum permanent hydraulisch mit dem Niederdruck-/Rücklaufsystem verbunden. Gemäß einer ersten Ausführungsform ist der zweite Steuerraum über eine Steuerbohrung an das Steuerventil angeschlossen, wobei die Steuerbohrung mittels Schaltstellungen des Steuerventils mit dem Systemdruck oder mit dem Niederdruck-/Rücklaufsystem hydraulisch verbindbar ist.In an opening-acting control of the valve needle without closing control of the valve needle is in accordance with FIG. 1 and 2 to close the valve needle, only the pressure in the second control chamber lowered again. Due to the pressure reduction in the second control chamber, the valve needle closes automatically. For this purpose, the first control chamber and the second control chamber is permanently hydraulically connected to the low pressure / return system. According to a first embodiment, the second control chamber is connected via a control bore to the control valve, wherein the control bore by means of switching positions of the control valve with the system pressure or with the low-pressure / return system is hydraulically connected.

Gemäß einer zweiten Ausführungsform ist der zweite Steuerraum permanent mit dem Systemdruck verbunden und über eine Steuerbohrung an das Steuerventil angeschlossen, wobei die Steuerbohrung mittels Schaltstellungen des Steuerventils mit dem Niederdruck-/Rücklaufsystem hydraulisch verbindbar ist.According to a second embodiment, the second control chamber is permanently connected to the system pressure and connected via a control bore to the control valve, wherein the control bore by means of switching positions of the control valve with the low-pressure / return system is hydraulically connected.

Eine öffnend wirkende Ansteuerung und eine schließende wirkende Ansteuerung der Ventilnadel wird mit einem dritten Ausführungsbeispiel gemäß Fig. 3 erzielt. Dazu ist der erste Steuerraum und der zweite Steuerraum hydraulisch permanent mit dem Niederdruck-/Rücklaufsystem verbunden, der erste Steuerraum und der zweite Steuerraum sind zusätzlich mittels jeweils einer Steuerbohrung mit dem Steuerventil verbunden, so dass über das Steuerventil der erste Steuerraum oder der zweite Steuerraum wechselweise über eine der beiden Steuerbohrungen über eine Hochdruckanbindung mit dem Systemdruck beaufschlagbar ist. Durch die doppelte Anbindung mittels der beiden Steuerbohrungen sowie durch die Bedingung d3 > d2 braucht zum Öffnen der Ventilnadel der zweite Steuerraum nur kurz mit Systemdruck beaufschlagt werden. Zum Schließen muss der Systemdruck im ersten Steuerraum nur so lange aufrecht gehalten bleiben bis die Ventilnadel wieder in den Ventilnadelsitz gestellt ist. Während des größten Zeitraums sind die Steuerräume dann drucklos, so dass in dieser Zeit keine Leckageverluste auftreten können. Dies trifft zu, wenn eine Ansteuerung gemäß Figur 5a verwendet wird. Dabei liegt bei Mittelstellung des Steuerventils keine Systemdruck-Leckage über die Drosseln vor.An opening-acting control and a closing acting control of the valve needle is provided with a third embodiment according to Fig. 3 achieved. For this purpose, the first control chamber and the second control chamber is hydraulically permanently connected to the low pressure / return system, the first control chamber and the second control chamber are additionally connected by means of a respective control bore to the control valve, so that via the control valve of the first control chamber or the second control chamber alternately can be acted upon via one of the two control bores via a high-pressure connection to the system pressure. Due to the double connection by means of the two control bores and by the condition d3> d2, the second control chamber only needs to be subjected to system pressure for a short time to open the valve needle. To close, the system pressure in the first control chamber must only be maintained until the valve needle is returned to the valve needle seat. During the largest period, the control rooms are then depressurized, so that no leakage losses can occur during this time. This applies if a drive according to figure 5a is used. In the middle position of the control valve, there is no system pressure leakage across the throttles.

Eine öffnend wirkende Ansteuerung mit variabler Öffnungsgeschwindigkeit der Ventilnadel wird mit einem vierten Ausführungsbeispiel gemäß Figur 4 erzielt. Dazu ist der erste Steuerraum und der weitere Steuerraum ständig mit dem Niederdruck-/Rücklaufsystem hydraulisch verbunden. Der zweite Steuerraum ist über eine erste und eine zweite Steuerbohrung an das Steuerventil angeschlossen. Mittels des Steuerventils wird der zweite Steuerraum über die erste Steuerbohrung und alternativ zusätzlich über die zweite Steuerbohrung über eine Hochdruckanbindung mit dem Systemdruck verbunden. Durch die doppelte Anbindung mittels der beiden Steuerbohrungen kann die Öffnungsgeschwindigkeit der Ventilnadel variabel gestaltet werden.An opening-acting control with variable opening speed of the valve needle is provided with a fourth embodiment according to FIG. 4 achieved. For this purpose, the first control room and the other control room is constantly hydraulically connected to the low pressure / return system. The second control chamber is connected via a first and a second control bore to the control valve. By means of the control valve, the second control chamber via the first control bore and, alternatively, also via the second control bore via a high-pressure connection to the system pressure. Due to the double connection by means of the two control bores, the opening speed of the valve needle can be made variable.

Ausführungsbeispieleembodiments

Ausführungsbeispiele der Erfindung sind in der Zeichnung dargestellt und in der nachfolgenden Beschreibung näher erläutert.Embodiments of the invention are illustrated in the drawings and explained in more detail in the following description.

Es zeigen:

Figur 1
einen Längsschnitt durch ein erfindungsgemäßes Kraftstoffeinspritzventil gemäß einem ersten Ausführungsbeispiel,
Figur 2
einen Längsschnitt durch ein zweites Ausführungsbeispiel des erfindungsgemäßen Kraftstoffeinspritzventils,
Figur 3
einen Längsschnitt durch ein drittes Ausführungsbeispiel des erfindungsgemäßen Kraftstoffeinspritzventils,
Figur 4
einen Längsschnitt durch ein viertes Ausführungsbeispiel des erfindungsgemäßen Kraftstoffeinspritzventils sowie
Figuren 5a, 5b und 5c
jeweils Ausführungsformen für Steuerventile zum Ansteuern des erfindungsgemäßen Kraftstoffeinspritzventils.
Show it:
FIG. 1
a longitudinal section through a fuel injection valve according to the invention according to a first embodiment,
FIG. 2
a longitudinal section through a second embodiment of the fuel injection valve according to the invention,
FIG. 3
a longitudinal section through a third embodiment of the fuel injection valve according to the invention,
FIG. 4
a longitudinal section through a fourth embodiment of the fuel injection valve according to the invention and
Figures 5a, 5b and 5c
each embodiments for control valves for driving the fuel injection valve according to the invention.

Die in Figur 1 bis 4 dargestellten Kraftstoffeinspritzventile weisen ein Gehäuse mit einem Düsenkörper 2 und einem Drosselkörper 3 sowie ein Steuerventil 4 auf. Beide Teile des Gehäuses werden durch eine nicht dargestellte Vorrichtung hydraulisch dicht zusammengehalten. Im Düsenkörper 2 ist eine Stufenbohrung 10 ausgebildet, die mit einem oberen Abschnitt eine erste, ventilsitzferne Führungsbohrung 11 und mit einem unteren Abschnitt eine zweite, ventilsitznahe Führungsbohrung 12 ausbildet. In der Stufenbohrung 10 ist eine längsverschiebbar angeordnete Ventilnadel 5 geführt, die einen ersten, ventilsitzfernen Führungsabschnitt 13 und einen zweiten, ventilsitznahen Führungsabschnitt 14 aufweist. Der ventilsitzferne Führungsabschnitt 13 ist in der ventilsitzfernen Führungsbohrung 11 und der ventilsitznahe Führungsabschnitt 14 in der ventilsitznahen Führungsbohrung 12 geführt, wobei diese Bohrungen jeweils eine im Wesentlichen hydraulisch dichte Führung ausbilden. Der ventilsitznahe Führungsabschnitt 14 endet an der Spitze der Ventilnadel 5 mit einer ventilsitzseitigen Stirnfläche 8, die innerhalb des Ventilsitzes 18 eine in Öffnungsrichtung der Ventilnadel 5 wirkende Druckfläche 81 bildet.In the Figure 1 to 4 shown fuel injection valves have a housing with a nozzle body 2 and a throttle body 3 and a control valve 4. Both parts of the housing are held together hydraulically tight by a device, not shown. In the nozzle body 2, a stepped bore 10 is formed, which forms with a top portion a first, valve seat remote guide bore 11 and a lower portion, a second valve seat near guide bore 12. In the stepped bore 10, a longitudinally displaceably arranged valve needle 5 is guided, which has a first, valve seat remote guide portion 13 and a second, valve seat near guide portion 14. The valve seat remote guide portion 13 is guided in the valve seat remote guide bore 11 and the valve seat near guide portion 14 in the valve seat near guide bore 12, wherein these holes each form a substantially hydraulically tight guide. The valve seat near guide section 14 terminates at the tip of the valve needle 5 with a valve seat-side end face 8, which forms within the valve seat 18 acting in the opening direction of the valve needle 5 pressure surface 81.

Die Ventilnadel 5 ist auf ihrer gesamten Länge von einem koaxialen Kraftstoffkanal 6 durchzogen, der an der ventilsitzseitigen Stirnfläche 8 in einen Ventilnadeldruckraum 15 mündet. Die Stufenbohrung 10 wird an einem Ende des Düsenkörpers 2 von einem am Düsenkörper 2 ausgebildeten Düsenkörpersitz 16 begrenzt. Der Düsenkörpersitz 16 wirkt mit einem an der Ventilnadel 5 ausgebildeten Ventilsitz 18 zusammen. Dem Düsenkörpersitz 16 sind Einspritzöffnungen 17 nachgeschaltet, die in Einbaulage des Kraftstoffeinspritzventils in einen Brennraum einer Brennkraftmaschine münden. Die Ventilnadel 5 liegt im geschlossenen Zustand mit dem Ventilsitz 18 auf dem Düsenkörpersitz 16 auf. Der Ventilsitz 18 weist dabei einen Durchmesser d4 auf. Beim Aufliegen des Ventilsitzes 18 auf dem Düsenkörpersitz 16 bildet sich ein Dichtsitz aus, der die Einspritzöffnungen 17 vom Ventilnadeldruckraum 15 trennt, wodurch die Einspritzöffnungen 17 vom mit Rail- bzw. Systemdruck beaufschlagten Ventilnadeldruckraum 15 abgekoppelt sind. Hebt die Ventilnadel 5 mit dem Ventilsitz 18 vom Düsenkörpersitz 16 ab, werden die Einspritzöffnungen freigegeben und Kraftstoff wird mit dem im Ventilnadeldruckraum 15 herrschenden Druck, der dem Systemsdruck beispielsweise eines Common-Rail-Systems einer Dieselkraftstoffeinspritzeinrichtung entspricht, eingespritzt.The valve needle 5 is traversed over its entire length by a coaxial fuel channel 6, which opens at the valve seat side end face 8 in a valve needle pressure chamber 15. The stepped bore 10 is delimited at one end of the nozzle body 2 by a nozzle body seat 16 formed on the nozzle body 2. The nozzle body seat 16 cooperates with a valve seat 18 formed on the valve needle 5. The nozzle body seat 16 injection openings 17 are connected downstream, which open into the mounting position of the fuel injection valve in a combustion chamber of an internal combustion engine. The valve needle 5 is in the closed state with the valve seat 18 on the nozzle body seat 16. The valve seat 18 has a diameter d4. When the valve seat 18 rests on the nozzle body seat 16, a sealing seat is formed, which separates the injection openings 17 from the valve needle pressure chamber 15, whereby the injection openings 17 are decoupled from the valve needle pressure chamber 15 acted upon by rail or system pressure. Lifting the valve needle 5 with the valve seat 18 from the nozzle body seat 16, the injection ports are released and fuel is with the in the Valve needle pressure chamber 15 prevailing pressure corresponding to the system pressure, for example, a common rail system of a diesel fuel injector, injected.

Die Kraftstoffeinspritzventile besitzen weiterhin eine Schieberhülse 20, die in einer Führungsbohrung 21 mit einem Durchmesser d2 axial verschiebbar geführt ist. Die Schieberhülse 20 weist ferner eine Ringfläche 22 auf, die gegen eine Stirnfläche 23 des Drosselkörpers 2 drückt und dadurch eine mit der Stirnfläche 23 zusammenwirkende Dichtfläche ausbildet. Die Führungsbohrung 21 bildet unterhalb der Schieberhülse 20 einen Schließraum 24 mit einer in Schließrichtung der Ventilnadel 5 wirkenden Schließfläche 25 aus. Im Schließraum 24 ist eine Schließfeder 29 angeordnet, die die Schieberhülse 20 gegen die Stirnfläche 23 drückt. Die Schließfeder 29 wirkt gleichzeitig als Schließfeder auf die Ventilnadel 5, die die auf die Ventilnadel 5 wirkende hydraulische Schließkraft unterstützt. Am ventilsitzfernen Führungsabschnitt 13 endet die Ventilnadel 5 mit einer Ringfläche 28, die einem ersten Steuerraum 30 ausgesetzt ist. Der erste Steuerraum 30 wird dabei von der genannten Ringfläche 28 der Ventilnadel 5, von der Stirnfläche 23 des Drosselkörpers 3 und von der Schieberhülse 20 hydraulisch begrenzt.The fuel injection valves further have a sliding sleeve 20, which is guided axially displaceably in a guide bore 21 with a diameter d2. The sliding sleeve 20 further has an annular surface 22 which presses against an end face 23 of the throttle body 2 and thereby forms a cooperating with the end face 23 sealing surface. The guide bore 21 forms below the slide sleeve 20 a closing space 24 with a closing surface 25 acting in the closing direction of the valve needle 5. In the closing chamber 24, a closing spring 29 is arranged, which presses the sliding sleeve 20 against the end face 23. The closing spring 29 simultaneously acts as a closing spring on the valve needle 5, which supports the force acting on the valve needle 5 hydraulic closing force. At the valve seat remote guide portion 13, the valve needle 5 ends with an annular surface 28 which is exposed to a first control chamber 30. The first control chamber 30 is thereby hydraulically limited by said annular surface 28 of the valve needle 5, by the end face 23 of the throttle body 3 and by the sliding sleeve 20.

Die Ventilnadel 5 ist am ventilsitzfernen Führungsabschnitt 13 außerhalb der ventilsitzfernen Führungsbohrung 11 von einem Ringraum 27 umgeben, der einen zweiten Steuerraum 31 bildet. In den Ringraum 27 bzw. in den zweiten Steuerraum 31 mündet ein Zulaufkanal 271 und ein Ablaufkanal 272. Der ventilsitzferne Führungsabschnitt 13 mit dem Durchmesser d1 verjüngt sich zum ventilsitznahen Führungsabschnitt 14 hin mit einem Durchmesser d3, wobei sich zwischen den Durchmessern d1 und d3 an der Ventilnadel 5 eine Druckschulter 32 ausbildet, die dem zweiten Steuerraum 31 ausgesetzt ist. Die Funktionsweise des zweiten Steuerraums 31 wird später näher erläutert.The valve needle 5 is at the valve seat remote guide portion 13 outside the valve seat remote guide bore 11 surrounded by an annular space 27 which forms a second control chamber 31. In the annular space 27 and in the second control chamber 31 opens an inlet channel 271 and a drain channel 272. The valve seat remote guide portion 13 with the diameter d1 tapers towards the valve seat near guide portion 14 out with a diameter d3, wherein between the diameters d1 and d3 at the Valve needle 5 forms a pressure shoulder 32 which is exposed to the second control chamber 31. The operation of the second control chamber 31 will be explained later.

Allen Ausführungsbeispielen gemeinsam ist ferner, dass der in dem Ventilnadeldruckraum 15 führende Kraftstoffkanal 6 der Ventilnadel 5 über den Schließraum 24, einer Zentralbohrung 26 in der Schieberhülse 20 und über eine im Drosselkörper 3 ausgebildeten zentralen Zulaufbohrung 33 an eine Hochdruckleitung 34 angeschlossen ist, die wiederum mit einer Hochdruckquelle eines Common-Rail-Systems verbunden ist.It is also common to all exemplary embodiments that the fuel channel 6 of the valve needle 5 leading into the valve needle pressure chamber 15 communicates via the closing space 24, a central bore 26 in the valve sleeve 20 and via a central inlet bore 33 formed in the throttle body 3 to a high-pressure line 34 is connected, which in turn is connected to a high pressure source of a common rail system.

Bei den Ausführungsbeispielen gemäß Figur 1 und 2 wird ein erstes Steuerkonzept I verwirklicht, bei dem der Einspritzvorgang mit einer öffnend wirkenden Ansteuerung eingeleitet wird. Bedingung für dieses Steuerkonzept ist, dass folgende Durchmesserverhältnisse vorliegen: d1 > d2 > d3 > d4. Dadurch ergibt sich bei einem drucklosen zweiten Steuerraum 31 und geschlossener sowie geöffneter Ventilnadel 5 eine schließend wirkende, resultierende Druckkraft auf die Ventilnadel 5. Die dabei im Wesentlichen von der im Schließraum 24 mit dem Durchmesser d2 wirkende Schließfläche 25 aufgebracht wird.In the embodiments according to FIG. 1 and 2 a first control concept I is realized, in which the injection process is initiated with an opening-acting control. The condition for this control concept is that the following diameter ratios are present: d1>d2>d3> d4. This results in a non-pressurized second control chamber 31 and closed and open valve needle 5 is a closing acting, resulting pressure force on the valve needle 5. It is essentially applied by acting in the closing space 24 with the diameter d2 closing surface 25.

Beim Ausführungsbeispiel gemäß Figur 1 ist dabei zusätzlich zu der Zulaufbohrung 33 eine Steuerbohrung 35 mit einer ersten Drossel 36 sowie eine Ablaufbohrung 37 mit einer zweiten Drossel 38 ausgebildet. Die Zulaufbohrung 35 ist mit dem Zulaufkanal 271 und die Ablaufbohrung 37 mit dem Ablaufkanal 272 hydraulisch verbunden. Von der Ablaufbohrung 37, die mit dem Niederdruck/Rücklaufsystem verbunden ist, zweigt ein hydraulischer Verbindungskanal 39 ab, der in den ersten Steuerraum 30 führt. Die Steuerbohrung 35 ist an eine Steuerleitung 41 angeschlossen, die mit dem Steuerventil 4 verbunden ist.According to the embodiment FIG. 1 is in addition to the inlet bore 33, a control bore 35 with a first throttle 36 and a drain hole 37 with a second throttle 38 is formed. The inlet bore 35 is hydraulically connected to the inlet channel 271 and the drain hole 37 to the drain channel 272. From the drain hole 37, which is connected to the low pressure / return system, branches off a hydraulic connecting channel 39 which leads into the first control chamber 30. The control bore 35 is connected to a control line 41 which is connected to the control valve 4.

Das Steuerventil 4 ist beim Ausführungsbeispiel gemäß Figur 1 ein 3/2-WegeVentil, das mit dem einen Anschluss an die Steuerleitung 41 mit dem anderen Anschluss mit einem Niederdruck-/Rücklaufsystem sowie mit dem dritten Anschluss über eine weitere, optionale Drossel mit der Hochdruckleitung 34 verbunden ist. Mit dem Steuerventil 4 wird dabei die Steuerleitung 41 zum Aktivieren der Ventilnadel 5 in der zweiten Schaltstellung mit der Hochdruckleitung 34 verbunden. Dadurch baut sich im zweiten Steuerraum 31 abhängig von der Auslegung der Zu- und Ablaufdrosseln ein Druck auf, der auf die Druckschulter 32 wirkt, so dass dieser Druckanstieg die im Ventilnadeldruckraum 15 an der Druckfläche 81 wirkende Öffnungskraft unterstützt und die Ventilnadel 5 vom Düsenkörpersitz 16 abhebt. Falls die Ablaufbohrung 37 entfällt stellt sich ein höherer Druck ein, der nur in der Öffnungsbewegung aufgrund der Drossel 36 unterhalb des Systemdrucks liegt. Wenn die Ventilnadel 5 im oberen Anschlag ist, stellt sich Systemdruck ein. Zum Schließen der Ventilnadel 5 wird die in Figur 1 gezeigte Schaltstellung des Steuerventils 4 eingenommen und die Steuerbohrung 35 bzw. der zweite Steuerraum 31 wird dann ausschließlich mit dem Niederdruck/Rücklaufsystem verbunden. Die auf die die Schließfläche 25 mit dem Durchmesser d2 im Schließraum 24 wirkende Schließkraft ist wegen d2 > d3 größer als die auf die Stirnfläche 8 mit dem Durchmesser d3 wirkende Öffnungskraft im Ventilnadeldruckraum 5 bei geöffneter Ventilnadel. Daher schließt die Ventilnadel 5 selbstständig.The control valve 4 is according to the embodiment FIG. 1 a 3/2-way valve, which is connected to one connection to the control line 41 with the other connection to a low-pressure / return system and to the third connection via a further, optional throttle with the high-pressure line 34. With the control valve 4 while the control line 41 is connected to activate the valve needle 5 in the second switching position with the high pressure line 34. As a result, a pressure builds up in the second control chamber 31, depending on the design of the inlet and outlet throttles, which acts on the pressure shoulder 32, so that this pressure increase supports the opening force acting in the valve needle pressure chamber 15 on the pressure surface 81 and lifts the valve needle 5 from the nozzle body seat 16 , If the drain hole 37 is omitted, a higher pressure sets in, which is only in the opening movement due to the throttle 36 below the system pressure. If the valve needle 5 is in the upper stop, system pressure sets. To close the valve needle 5, the in FIG. 1 shown Switching position of the control valve 4 taken and the control bore 35 and the second control chamber 31 is then connected exclusively to the low pressure / return system. Due to d2> d3, the closing force acting on the closing surface 25 with the diameter d2 in the closing space 24 is greater than the opening force acting on the end face 8 with the diameter d3 in the valve needle pressure chamber 5 with the valve needle open. Therefore, the valve needle 5 closes automatically.

Beim Ausführungsbeispiel gemäß Figur 2 ist der erste Steuerraum 30 über eine separate zweite Ablaufbohrung 311 mit einer weiteren, optionalen Ablaufdrossel 312 permanent an das Niederdruck-Rücklaufsystem angeschlossen. Der zweite Steuerraum 31 ist permanent über eine weitere Zulaufbohrung 371 mit einer weiteren Zulaufdrossel 381 mit dem Systemdruck verbunden. Als Steuerventil 4 ist hierbei ein 2/2-Wege-Ventil eingesetzt, das den zweiten Steuerraum 31 über die Steuerbohrung 35 mit dem Niederdruck-/Rücklaufsystem verbindet oder trennt. Je nach Auslegung der Ab- und Zulaufdrossel stellt sich ein Druckniveau im zweiten Steuerraum 31 ein, das so gering ist, dass es nicht ausreicht die Ventilnadel 5 in der ersten Schaltstellung zu öffnen. Erst nach Betätigung des Schaltventils 4 (2. Schaltstellung) baut sich ein höherer Druck im zweiten Steuerraum 31 auf, so dass die Ventilnadel 5 öffnet. In dieser Schaltstellung bzw. beim Einspritzvorgang ist der zweite Steuerraum 31 somit ohne Systemdruckleckage zum Niederdruck/Rücklauf hin. Figur 2 ist daher insbesondere für nockenbetriebene Systeme bzw. Nicht-Konstantdrucksysteme, wie die Pumpe-Düse interessant.According to the embodiment FIG. 2 the first control chamber 30 is permanently connected to the low-pressure return system via a separate second drainage bore 311 with a further, optional drainage throttle 312. The second control chamber 31 is permanently connected via a further inlet bore 371 with a further inlet throttle 381 with the system pressure. As a control valve 4 in this case a 2/2-way valve is used, which connects or disconnects the second control chamber 31 via the control bore 35 with the low-pressure / return system. Depending on the design of the inlet and inlet throttles, a pressure level in the second control chamber 31 is set, which is so low that it is not sufficient to open the valve needle 5 in the first switching position. Only after actuation of the switching valve 4 (2nd switching position), a higher pressure builds up in the second control chamber 31, so that the valve needle 5 opens. In this switching position or during the injection process, the second control chamber 31 is thus without system pressure leakage to the low pressure / return. FIG. 2 is therefore of particular interest for cam-driven systems or non-constant pressure systems, such as the pump nozzle.

Ein zweites Steuerkonzept II mit einer öffnenden und schließenden Ansteuerung geht aus Figur 3 hervor. Hierbei gilt die Bedingung: d1 > d3 > d2 > d4. Bei geschlossener Ventilnadel 5 wirkt hierbei, wie beim Ausführungsbeispiel in Figur 1, wegen d2 > d4 bei drucklosem zweiten Steuerraum 31 die resultierende Druckkraft im Schließraum 24 schließend. Die Öffnungsbewegung erfolgt durch Druckbeaufschlagung des zweiten Steuerraums 31 gemäß zweiter Schaltstellung des Steuerventils 4. Hier ist jedoch im Unterschied zum Steuerkonzept I bei einer geöffneten Ventilnadel 5 und drucklosem zweiten Steuerraum 31 eine resultierende Druckkraft vorhanden, die nur im geöffneten Zustand der Ventilnadel 5 öffnend wirkt. Daher kann nach dem Öffnen die Druckbeaufschlagung des zweiten Steuerraums 31 aufgehoben werden. Dies ist insbesondere durch Figur 5a gemäß der Mittelstellung des Steuerventil 4 vorgesehen. Dadurch treten keine Leckageverluste über die Zu- und Ablaufdrosseln des zweiten Steuerraums 31 während der Kraftstoffeinspritzung auf. Zum Schließen der Ventilnadel 5 muss dann der erste Steuerraum 30 gemäß der ersten Schaltstellung des Steuerventils 4 an die Hochdruckleitung 34 angekoppelt werden. Ist die Ventilnadel 5 nach dem Schließvorgang in ihren Ventilsitz 18 gestellt, so reduziert sich die öffnend wirkende Druckfläche an der Stirnfläche 8 auf die Größe der Druckfläche 81 innerhalb des Durchmessers d4. Nach dem Schließen der Ventilnadel 5 liegt somit wieder eine schließend wirkende resultierende Druckkraft im Schließraum 24 an. Daher kann bei Bedarf auch die Druckbeaufschlagung des ersten Steuerraums 30 nach dem Schließvorgang wieder aufgehoben werden, wodurch keine Leckageverluste über die Zu- und Ablaufdrossel zum ersten Steuerraum 30 auftreten können. Dies ist insbesondere mit der Ansteuerung durch Figur 5a (Mittelstellung des Steuerventil 4) vorgesehen.A second control concept II with an opening and closing control is off FIG. 3 out. The condition applies here: d1>d3>d2> d4. When closed valve needle 5 acts here, as in the embodiment in FIG. 1 , Because of d2> d4 at zero pressure second control chamber 31, the resulting pressure force in the closing space 24 closing. The opening movement takes place by pressurization of the second control chamber 31 according to the second switching position of the control valve 4. Here, however, in contrast to the control concept I with an open valve needle 5 and unpressurized second control chamber 31, a resulting pressure force exists, which only 5 opens in the open state of the valve needle. Therefore, after opening, the pressurization of the second control room 31 can be canceled. This is especially through FIG. 5a according to the center position of the control valve 4 is provided. As a result, no leakage losses occur via the inlet and outlet throttles of the second control chamber 31 during the fuel injection. To close the valve needle 5 then the first control chamber 30 must be coupled according to the first switching position of the control valve 4 to the high-pressure line 34. If the valve needle 5 is placed in its valve seat 18 after the closing operation, then the opening acting pressure surface on the end face 8 reduces to the size of the pressure surface 81 within the diameter d4. After closing the valve needle 5 is thus again a closing acting resulting pressure force in the closing chamber 24. Therefore, if necessary, the pressurization of the first control chamber 30 can be canceled after the closing process again, whereby no leakage losses can occur via the inlet and outlet throttle to the first control chamber 30. This is in particular with the control by FIG. 5a (Center position of the control valve 4) provided.

Das in Figur 3 dargestellte Steuerventil 4 arbeitet als 3/2-Wege-Ventil. Das Kraftstoffeinspritzventil gemäß Figur 3 kann aber auch mit weiteren Steuerventilvarianten gemäß Figur 5a und Figur 5b betrieben werden. Das Steuerventil 4 gemäß Figur 5a ist ein 3/3-Wege-Ventil, das in der zweiten Schaltstellung die beschriebene Abkopplung des ersten Steuerraums 30 und des zweiten Steuerraumes 31 von der Hochdruckleitung 34 im geschlossenen Zustand der Ventilnadel 5 repräsentiert. Beim Steuerventil 4 gemäß Figur 5b handelt es sich um ein 4/2-WegeVentil. Bei dieser Ausführungsform ist der zweite Steuerraum 31 über die Ablaufbohrung 37 hydraulisch permanent mit dem Niederdruck-/Rücklaufsystem verbunden. Der zweite Steuerraum 31 ist über die erste Steuerbohrung 35 und der erste Steuerraum 30 über eine zweite Steuerbohrung 321 mit einer weiteren Drossel 322 an das Steuerventil 4 angeschlossen. Weiterhin ist der erste Steuerraum 30 über eine weitere Zulaufbohrung 341 mit einer weiteren Zulaufdrossel 342 hydraulisch permanent an die mit Systemdruck beaufschlagte Hochdruckleitung 34 angebunden. In der gezeigten ersten Schaltstellung des Steuerventils 4 wird der zweite Steuerraum 31 vom Systemdruck und der ersten Steuerraum 30 vom Niederdruck-/Rücklaufsystem getrennt. In einer zweiten Schaltstellung des Steuerventils 4 wird der zweite Steuerraum 31 über die erste Steuerbohrung 35 mit dem Systemdruck beaufschlagt und der ersten Steuerraum 30 mit dem Niederdruck-/Rücklaufsystem verbunden. Somit gibt es in der ersten Schaltstellung bei Figur 5b keine Systemdruck-Leckage über die Drosseln und die Ventilnadel 5 wird dabei geschlossen gehalten.This in FIG. 3 illustrated control valve 4 operates as a 3/2-way valve. The fuel injection valve according to FIG. 3 but also with other control valve variants according to Figure 5a and Figure 5b operate. The control valve 4 according to FIG. 5a is a 3/3-way valve, which represents the described decoupling of the first control chamber 30 and the second control chamber 31 of the high pressure line 34 in the closed position of the valve needle 5 in the second switching position. At the control valve 4 according to FIG. 5b it is a 4/2-way valve. In this embodiment, the second control chamber 31 via the drain hole 37 is hydraulically permanently connected to the low pressure / return system. The second control chamber 31 is connected via the first control bore 35 and the first control chamber 30 via a second control bore 321 with a further throttle 322 to the control valve 4. Furthermore, the first control chamber 30 via a further inlet bore 341 with a further inlet throttle 342 hydraulically permanently connected to the pressurized with system pressure high pressure line 34. In the illustrated first switching position of the control valve 4, the second control chamber 31 is separated from the system pressure and the first control chamber 30 from the low pressure / return system. In a second switching position of the control valve 4, the second control chamber 31 is acted upon by the first control bore 35 with the system pressure and the first control chamber 30 connected to the low pressure / return system. Thus, there are in the first switching position at FIG. 5b no system pressure leakage through the throttles and the valve needle 5 is kept closed.

Zusammenfassend kann festgestellt werden, dass beim Steuerkonzept II auch mit aktiver Druckbeaufschlagung des ersten Steuerraums 30 und des zweiten Steuerraums 31 die Ventilnadel 5 jeweils geöffnet und geschlossen werden kann und im Wesentlichen nur Leckageverluste in der Ansteuerphase beim Öffnen während des Öffnungsimpulses bzw. beim Schließen während des Schließimpulses auftritt. Die Hochdruckbereitstellung der Hochdruckpumpe für den Common-Rail-Speicher oder andere Systeme wird deshalb nur durch die Führungsleckagen und die Einspritzmenge erforderlich. Dabei wird die Ansteuerung gemäß Figur 5a verwendet.In summary, it can be stated that in the control concept II, even with active pressurization of the first control chamber 30 and the second control chamber 31, the valve needle 5 can each be opened and closed and essentially only leakage losses in the control phase during opening during the opening pulse or during closing during the Close pulse occurs. The high pressure supply of the high-pressure pump for the common rail storage or other systems is therefore required only by the pilot leakage and the injection quantity. The control is in accordance with FIG. 5a used.

Ein drittes Steuerkonzept III geht aus Figur 4 und 5c hervor. Mit diesen Ausführungsbeispielen ist eine Kraftstoffeinspritzung mit variabler Öffnungs- und/oder Schließgeschwindigkeit der Ventilnadel 5 möglich. Bedingung für dieses Steuerkonzept ist: d1 >d2 >d3 >d4. Auch hier ist somit eine schließend wirkende resultierende Druckkraft bei geschlossener sowie auch bei geöffneter Ventilnadel 5 und druckentlasteten ersten und zweiten Steuerraum 30, 31 vorhanden.A third taxation concept III is out FIG. 4 and 5c out. With these embodiments, a fuel injection with variable opening and / or closing speed of the valve needle 5 is possible. The condition for this control concept is: d1>d2>d3> d4. Here too, therefore, a closing pressure acting on resulting force is closed when the valve needle 5 is open and also when the pressure relief first and second control chambers 30, 31 are present.

Die Bewegung der Ventilnadel 5 kann variabel gewählt werden. Dazu wird gemäß Figur 4 ein 3/3-Wege-Ventil als Steuerventil 4 eingesetzt. Dabei ist eine zweite Steuerleitung 412 vorhanden, die zu einer zweiten Steuerbohrung 331 mit einer zweiten Steuerdrossel 332 führt. Im Unterschied zu Figur 1 ist der Verbindungskanal 39 zum ersten Steuerraum 30 mit einer weiteren Ablaufdrossel 391 optional versehen. Bei der in Figur 4 dargestellten Schaltstellung des Steuerventils 4 sind alle Zulaufbohrungen von der Hochdruckleitung 34 getrennt. In der zweiten Schaltstellung (Mittelstellung) wird lediglich die erste Steuerbohrung 35 über die Steuerleitung 41 und die erste Drossel 36 mit der Hochdruckleitung 34 verbunden. In Abhängigkeit von der Auslegung der Drosseln 36 und 38 baut sich der Druck im zweiten Steuerraum 31 langsam auf und die Ventilnadel 5 öffnet entsprechend der Mengendurchflüsse entsprechend langsam. Bei der Öffnungsbewegung beeinflusst auch die optionale Drossel 391 die Öffnungsgeschwindigkeit. Dadurch ist eine gezielte Voreinspritzung mit geringerer Kraftstoffmenge möglich. In der dritten Schaltstellung wird zusätzlich die zweite Steuerbohrung 331 mit der zweiten Steuerdrossel 332 über die zweite Steuerleitung 412 an die Hochdruckleitung 34 angekoppelt. Der Druckaufbau im zweiten Steuerraum 31 ist entsprechend größer, so dass die Öffnungsbewegung der Ventilnadel 5 ebenso schneller ist. Es ist aber genauso denkbar, direkt auf die dritte Schaltstellung zu gehen, um somit die kürzeste Öffnungszeit der Ventilnadel 5 zu erhalten. Für große Kraftstoffmengen wird die Hubbewegung der Ventilnadel 5 auf "schnell" gestellt, so dass eine entsprechend größere Kraftstoffmenge eingespritzt werden kann. Optional kann vor dem Anschlagen der Ventilnadel 5 auch von der dritten Schaltstellung auf die zweite Schaltstellung zurückgeschaltet werden, um die Bewegung der Ventilnadel 5 zu verlangsamen bzw. zu dämpfen.The movement of the valve needle 5 can be chosen variable. This is done according to FIG. 4 a 3/3-way valve used as a control valve 4. In this case, a second control line 412 is present, which leads to a second control bore 331 with a second control throttle 332. In contrast to FIG. 1 the connecting channel 39 to the first control chamber 30 is optionally provided with a further outlet throttle 391. At the in FIG. 4 shown switching position of the control valve 4 are all inlet holes separated from the high pressure line 34. In the second switching position (middle position), only the first control bore 35 is connected via the control line 41 and the first throttle 36 to the high-pressure line 34. Depending on the design of the throttles 36 and 38, the pressure in the second control chamber 31 slowly builds up and the valve needle 5 opens correspondingly slowly according to the mass flow rates. During the opening movement, the optional throttle 391 also influences the opening speed. As a result, a targeted pilot injection with less fuel is possible. In the third switching position is additionally the second control bore 331 coupled to the second control throttle 332 via the second control line 412 to the high-pressure line 34. The pressure build-up in the second control chamber 31 is correspondingly larger, so that the opening movement of the valve needle 5 is also faster. But it is also conceivable to go directly to the third switching position, so as to obtain the shortest opening time of the valve needle 5. For large amounts of fuel, the stroke of the valve needle 5 is set to "fast", so that a correspondingly larger amount of fuel can be injected. Optionally, it is also possible to switch back from the third switching position to the second switching position prior to striking the valve needle 5 in order to slow down or dampen the movement of the valve needle 5.

Eine weitere Ausführungsform zu Ansteuerung des Kraftstoffeinspritzventils in Figur 4 geht aus Figur 5c hervor. Das Steuerventil 4 ist hierbei ein 4/3-WegeVentil. Bei dieser Ausführungsform des Kraftstoffeinspritzventils ist nur der erste Steuerraum 30 über die Ablaufbohrung 39 mit einer Ablaufdrossel 391 permanent an das Niederdruck/Rücklaufsystem angeschlossen. Die weitere Steuerbohrung 331 ist an den einen Anschluss des Steuerventils 4 gelegt, der dem Niederdruck-/Rücklaufsystem zuschaltbar ist. Die Steuerbohrung 35 für den zweiten Steuerraum 31 ist an den weiteren Anschluss des Steuerventils 4 gelegt, der der Hochdruckleitung 34 zuschaltbar ist. In der ersten Schaltstellung des Steuerventils 4 ist die Steuerbohrung 35 ohne Druckanbindung und die weitere Steuerbohrung 331 mit Rücklaufanbindung, wodurch die Ventilnadel 5 schließt. In der zweiten Schaltstellung ist die Steuerbohrung 35 mit Druckanbindung und die weitere Steuerbohrung 331 ist gesperrt, d. h., ohne Anbindung weder an Rücklauf noch an Systemdruck. Über das Drosselverhältnis der Drosseln 36 und 332 ergibt sich ein moderates Druckniveau bzw. ein langsames Öffnen der Ventilnadel 5. In der dritten Schaltstellung sind die Steuerbohrungen 35 und 332 mit Druckanbindung, so dass ein höheres Druckniveau im zweiten Steuerraum 31 zu einem schnellen Öffnen führt.A further embodiment for controlling the fuel injection valve in FIG. 4 comes from FIG. 5c out. The control valve 4 is here a 4/3-way valve. In this embodiment of the fuel injection valve only the first control chamber 30 is permanently connected via the drain hole 39 with a drain throttle 391 to the low pressure / return system. The further control bore 331 is placed on the one port of the control valve 4, which is the low-pressure / return system can be activated. The control bore 35 for the second control chamber 31 is placed on the further connection of the control valve 4, which is the high-pressure line 34 can be connected. In the first switching position of the control valve 4, the control bore 35 without pressure connection and the further control bore 331 with return connection, whereby the valve needle 5 closes. In the second switching position, the control bore 35 with pressure connection and the further control bore 331 is blocked, ie, without connection neither to return nor to system pressure. About the throttle ratio of the restrictors 36 and 332 results in a moderate pressure level or a slow opening of the valve needle 5. In the third switching position, the control bores 35 and 332 with pressure connection, so that a higher pressure level in the second control chamber 31 leads to a fast opening.

Bei den beschriebenen fünf Ausführungsbeispielen wird lediglich mit einem einzigen Steuerventil 4 (Aktor bzw. Schaltelement) gearbeitet. Es ist aber auch vorstellbar, mehrere Aktoren bzw. Schaltelemente für die einzelnen Schaltstellung für die Steuerventile 4 einzusetzen.In the five exemplary embodiments described, only a single control valve 4 (actuator or switching element) is used. However, it is also conceivable to use a plurality of actuators or switching elements for the individual switching position for the control valves 4.

Claims (13)

  1. Fuel injection valve for internal combustion engines, having a nozzle body (12) in which a valve needle (5), which is actuated by a control valve (4), is guided in an axially movable manner with a first guide section (13) in a guide bore (11) remote from a valve seat and with a second guide section (14) in a guide bore (12) close to the valve seat, having a fuel duct (6) formed within the valve needle (5), via which fuel duct (6) fuel is supplied to a valve needle pressure chamber (15), to which valve needle pressure chamber (15) the valve needle (5) is assigned by means of a valve-seat-side end surface (8) which forms a pressure surface (81) acting in the opening direction of the valve needle (5), having at least one closing surface (25) which acts in the closing direction of the valve needle (5) and which is exposed to a closing chamber (24) and which is acted on with system pressure, having a first control chamber (30) to which the valve needle (5) is exposed by means of a control surface (28) which acts in the closing direction, and having a second control chamber (31) to which the valve needle (5) is exposed by means of a pressure shoulder (32) which acts in the opening direction, with at least one valve seat (16) being formed on the valve-seat-side end surface (8) of the valve needle (5), which valve seat (16) separates the valve needle pressure chamber (15) from at least one injection opening (17), characterized in that the pressure surfaces which act in the opening direction of the valve needle (5) are formed by the pressure surface (81) formed on the end surface (8) and by the pressure shoulder (32) which points into the second control chamber (31), and in that the pressure in the second control chamber (31) can be controlled by means of the control valve (4) in order to open the valve needle (5).
  2. Fuel injection valve according to Claim 1, characterized in that a control surface (28) which is exposed to the first control chamber (30) has an outer diameter d1, the closing surface (25) which is exposed to the closing chamber (24) has a diameter d2, and that guide section (14) of the valve needle (5) which is close to the valve seat, and by means of which the valve needle (5) is guided in a hydraulically sealed fashion in the guide bore (12) close to the valve seat, has a diameter d3, and in that, in the closed state of the valve needle (5) the valve seat (16) delimits the valve needle pressure chamber (15) with a diameter d4, such that in said state, the pressure surface (81) has the same diameter d4.
  3. Fuel injection valve according to Claim 1 or 2, characterized in that the second control chamber (31) is connected via a control bore (35) to the control valve (4) and in that, by means of switching positions of the control valve (4), the control bore (35) can be acted on with the system pressure or hydraulically connected to the low-pressure/return system.
  4. Fuel injection valve according to Claim 2, characterized in that the first control chamber (30) and the second control chamber (31) is permanently hydraulically connected to the low-pressure/return system.
  5. Fuel injection valve according to Claim 1 or 2, characterized in that the first control chamber (30) is permanently hydraulically connected to the low-pressure/return system, in that the second control chamber (31) is connected via a first control bore (35) to the control valve (4) and is permanently connected to the system pressure via a supply bore (371), and in that, by means of switching positions of the control valve (4), the control line (35) can be hydraulically connected to or hydraulically separated from the low-pressure/return system.
  6. Fuel injection valve according to one of Claims 1 to 5, characterized in that the stated diameters are dimensioned such that d1 > d2 > d3 > d4.
  7. Fuel injection valve according to Claim 1 or 2, characterized in that at least two control bores (35, 321, 331) are provided which lead into in each case one control chamber (30, 31) or together into one of the two control chambers (30, 31), and in that the at least two control bores (35, 321, 331) are connected to the control valve (4).
  8. Fuel injection valve according to Claim 7, characterized in that the first control chamber (30) and the second control chamber (31) are permanently hydraulically connected to the low-pressure/return system, in that the second control chamber (31) is connected via the first control bore (35) and the first control chamber (30) is connected via the second control bore (321) to the control valve (4), and in that the first control chamber (30) or the second control chamber (31) can be alternately or selectively acted on with the system pressure via one of the two control bores (35, 321) by means of the control valve (4).
  9. Fuel injection valve according to Claim 7, characterized in that the second control chamber (31) is permanently hydraulically connected to the low-pressure/return system, in that the second control chamber (31) is connected via the first control bore (35) and the first control chamber (30) is connected via the second control bore (321) to the control valve (4), and in that the first control chamber (30) is permanently hydraulically connected via a further supply bore (341) to a high-pressure line (34) which is acted on with system pressure, in that, in a second switching position of the control valve (4), the second control chamber (31) is connected via the first control bore (35) to the system pressure and the first control chamber (30) is connected via the second control bore (321) to the low-pressure/return system, and in that, in a first switching position of the control valve (4), the second control chamber (31) is separated from the system pressure and the first control chamber (30) is separated from the low-pressure/return system.
  10. Fuel injection valve according to Claim 1, 2, 7, 8 or 9, characterized in that the stated diameters are dimensioned such that d1 > d3 > d2 > d4.
  11. Fuel injection valve according to Claim 7, characterized in that the first control chamber (30) and the second control chamber (31) are permanently hydraulically connected to the low-pressure/return system, and in that the second control chamber (31) can be acted on with the system pressure via the first control bore (35) or via both control bores (35, 321) by means of the control valve (4).
  12. Fuel injection valve according to Claim 7, characterized in that the first control chamber (30) is permanently hydraulically connected to the low-pressure/return system, in that the second control chamber (31) is connected via a first control bore (35) and a second control bore (331) to the control valve (4), in that the second control chamber (30) can be acted on with the system pressure via the first control bore (35) or via both control bores (35, 331) by means of the control valve (4), and in that the control valve (4) has a further switching position in which the second control chamber (31), in the state in which it is decoupled from the system pressure, can be connected to the low-pressure/return system via one of the two control bores (35, 331) by means of the control valve (4).
  13. Fuel injection valve according to Claim 1, 2, 7 or 12, characterized in that the stated diameters are dimensioned such that d1 > d2 > d3 > d4.
EP07118225A 2006-11-27 2007-10-10 Fuel injector valve for combustion engines Not-in-force EP1925812B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102006055792A DE102006055792A1 (en) 2006-11-27 2006-11-27 Fuel injection valve for internal combustion engines

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EP1925812B1 true EP1925812B1 (en) 2010-04-28

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DE102008000702A1 (en) * 2008-03-17 2009-09-24 Robert Bosch Gmbh injector
DE102010002205A1 (en) * 2009-03-25 2010-09-30 Robert Bosch Gmbh Fuel injector
DE102013009378A1 (en) 2013-05-28 2014-12-04 Jochen Mertens Device for injecting a fuel and for optional use within the device for storing and using braking energy
KR101638815B1 (en) * 2016-01-07 2016-07-25 한빛정공(주) Injection valve for 4 stroke engine
CN105756830B (en) * 2016-04-21 2018-04-24 哈尔滨工程大学 Combined mechanical oil spout-supercharging electromagnetism jet hybrid fuel jet device

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DE10160490B4 (en) * 2001-12-08 2005-10-06 Robert Bosch Gmbh Fuel injection device, fuel system and internal combustion engine
DE102004019836A1 (en) * 2004-04-23 2005-11-17 Robert Bosch Gmbh Fuel injection valve for internal combustion engines

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EP1925812A1 (en) 2008-05-28
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DE102006055792A1 (en) 2008-05-29

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