EP1980742B1 - Fuel injector with integrated pressure intensifier - Google Patents

Fuel injector with integrated pressure intensifier Download PDF

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Publication number
EP1980742B1
EP1980742B1 EP08101824A EP08101824A EP1980742B1 EP 1980742 B1 EP1980742 B1 EP 1980742B1 EP 08101824 A EP08101824 A EP 08101824A EP 08101824 A EP08101824 A EP 08101824A EP 1980742 B1 EP1980742 B1 EP 1980742B1
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EP
European Patent Office
Prior art keywords
valve
pressure
piston
seat
chamber
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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
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EP08101824A
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German (de)
French (fr)
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EP1980742A1 (en
Inventor
Juergen Frasch
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/02—Injectors structurally combined with fuel-injection pumps
    • F02M57/022—Injectors structurally combined with fuel-injection pumps characterised by the pump drive
    • F02M57/025—Injectors structurally combined with fuel-injection pumps characterised by the pump drive hydraulic, e.g. with pressure amplification
    • 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
    • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing

Definitions

  • the invention is based on a fuel injector according to the preamble of claim 1.
  • a fuel injector with an integrated pressure booster is for example out DE 103 35 340 A1 known.
  • the pressure booster has a pressure intensifier piston guided in a housing of the fuel injector, which is exposed to a compression space, a differential pressure chamber and a high-pressure chamber.
  • a first control valve With a first control valve a rear control chamber of a nozzle needle is controlled and derived the control volume in a low pressure / return system.
  • a second control valve also connects the differential pressure chamber of the booster to the low pressure / return system.
  • the second control valve which controls the differential pressure chamber of the pressure intensifier, is a 3/2-way valve with a flat seat / slide seat.
  • a fuel injection valve is known with a pressure booster, wherein the control valve is designed as a direct-switching 3/2-way valve and having both a sealing seat and a slide seal.
  • a control valve for a fuel injector having a valve seat formed by a conical valve seat surface formed on a valve piston is off DE 199 40 300 A1 known.
  • the valve piston with the conical valve seat surface in a pressurized with high pressure valve chamber.
  • the object of the present invention is to provide a control valve whose valve seat holding a control volume of the pressure intensifier is exposed to no or only very little cavitation erosion.
  • the object of the invention is achieved with the characterizing features of claim 1.
  • the fuel injector according to the invention has the advantage that the cavitation erosion is largely prevented at the valve seat switching the control amount of the pressure intensifier.
  • a throttle effect is realized, which decreases with increasing opening movement of the valve piston.
  • This throttling effect acts on the flow conditions at the valve seat, whereby cavitation phenomena are prevented there.
  • the necessary for use in a motor vehicle endurance goals for a fuel injector are achieved.
  • the closing force is expediently generated by a pressure spring arranged in the low-pressure space, which presses the conical sealing surface against the valve piston seat.
  • the valve piston of the second control valve has a first piston section, a second piston section designed with a smaller diameter and a third piston section, wherein the conical sealing surface for the valve piston seat is formed on the third piston section.
  • the diameter of the second valve seat on the valve piston seat and the diameter of the first piston portion, with which the valve piston is guided in the housing substantially same size.
  • the valve seat is closed when the control valve is de-energized.
  • the control valve has an electromagnetic actuator with a plunger armature.
  • FIG. 1 a sectional view through a fuel injector and FIG. 2 an enlarged section X of the second control valve in FIG. 1 ,
  • the in FIG. 1 shown fuel injector has a housing 10 with, for example, a first housing part 11, a second housing part 12, a third housing part 13, a fourth housing part 14 and a connecting part 15 and a nozzle body 16.
  • the nozzle body 16, the housing part 14 and the housing part 13 are clamped hydraulically tight by means of a nozzle lock nut 17.
  • the nozzle body 16 includes an injection valve member 20 having a nozzle needle 21 which is guided axially displaceably in the nozzle body 16.
  • the nozzle needle 21 cooperates with a non-illustrated nozzle nozzle 16 formed on the nozzle needle sealing seat, which separates a nozzle needle pressure chamber 22 in the closed state of the nozzle needle 21 of injection openings 23.
  • a control chamber sleeve 24 is guided, which presses by means of a compression spring 25 against a sealing surface and thereby encloses a control chamber 26.
  • the control chamber 26 is exposed to the nozzle needle 21 with a control surface 27 acting in the closing direction.
  • a high-pressure bore 18 is arranged, which leads into the nozzle needle pressure chamber 22.
  • the housing 10 further comprises, for example, on the housing part 12 a high pressure port 19 with a high pressure supply line 29, with which the fuel injector is connected to a common rail of a diesel injection device.
  • a designed as a stepped piston pressure booster piston 31 for pressure amplification of the system pressure of the common rail is further arranged with a designed as a stepped piston pressure booster piston 31 for pressure amplification of the system pressure of the common rail.
  • the pressure booster piston 31 is exposed to a working space 32, a differential pressure chamber 33 and a compression space 34.
  • the working space 32 and the compression space 34 are connected via a connecting channel 35 with a check valve 36 in connection.
  • the high pressure supply line 29 so that in Working space 32 permanently applied system pressure of the common rail.
  • a return spring 38 is arranged, which the pressure booster piston 31 in the in FIG. 1 resets the initial position shown.
  • the fuel injector further comprises a first control valve 40 designed as a servo valve and a second control valve 50 likewise designed as a servo valve.
  • the first control valve 40 is a 2/2-way valve and comprises a first electromagnetic control element 41, which controls the control chamber by means of a first valve piston 43 26 is controlled by the control chamber 26 is connected to a first low pressure chamber 46 and from there via hydraulic connections 48 to a first return port 49 which is hydraulically in communication with a first low pressure / return system. Via the first return connection 49, the control quantity of the control chamber 26 of the nozzle needle 21 switched by the first control valve 40 is discharged into the first low-pressure / return system.
  • the second control valve 50 is a 3/2-way valve and includes a second electromagnetic actuator 51 with a second valve piston 52.
  • the second valve piston 52 has according to FIG. 2 a first piston portion 52.1 a second piston portion 52.2 and a third piston portion 52.3.
  • the valve piston 52 is guided with the first piston portion 52.1 in a housing part of the housing 10.
  • the electromagnetic actuator 51 comprises a magnetic coil 53 which is enclosed by an upper magnetic disk 53.1 and by a lower magnetic disk 53.2.
  • the valve piston 52 is connected to a magnetic armature 54, wherein the valve piston 52 is guided by the lower magnetic disk 53.2, so that the magnet armature 54 is enclosed by the magnetic coil 53 and thereby forms a so-called plunger armature.
  • the control valve 50 has a first valve seat 55 and a second valve seat 56.
  • the first valve seat 55 is formed by a slide edge 57 formed between the first piston section 52. 1 and the smaller diameter piston section 52. 2, which cooperates with a control edge 58 on the housing side.
  • the second valve seat 56 is formed by a valve piston 52 formed on the conical sealing surface 70 and a housing-side valve piston seat 71, wherein the conical sealing surface 70 between the second piston portion 52.2 and the one larger diameter third piston portion 52.3 runs. As a result, a so-called A-seat is formed.
  • the valve piston 52 is exposed to the slide edge 57 a high pressure chamber 61 and with the conical sealing surface 70 of a valve chamber 62 and a low pressure chamber 63.
  • the valve piston projects with the third piston section 52.3 into the low-pressure space 63.
  • the third piston section 52.3 engages a compression spring 73 arranged in the low-pressure space 63, which is supported on a housing part of the housing 10 and presses the conical sealing surface 70 against the housing-side valve piston seat 71.
  • the high pressure chamber 61 communicates via a high pressure line 64 with the working space 32 of the pressure booster 30 in connection.
  • the valve chamber 62 is connected via a first hydraulic connection 65 to the differential pressure chamber 33 of the pressure booster 30.
  • a second hydraulic connection 66 and a third hydraulic connection 67 lead to a second return connection 69, which communicates with a second low-pressure / return system.
  • the magnet armature 54 is, for example, pressed, welded or peeled with the valve piston 52.
  • a leakage chamber 68 of the second control valve 50 From the first low-pressure chamber 46 of the first control valve 40 lead through the individual housing parts 11, 12, 13, 14 different unspecified further hydraulic connections to a leakage chamber 68 of the second control valve 50.
  • the leakage chamber 68 expands in the second actuator 51 to the second valve piston 52 off.
  • a bypass channel 74 is arranged, so that the two hydraulic chambers are hydraulically connected.
  • the second control valve 50 is placed in the second valve seat 56 in the currentless state of the magnetic actuator 51 of the low pressure chamber 63 from the valve chamber 62 and the acted upon by system pressure high-pressure chamber 61 with the valve chamber 62nd hydraulically connected.
  • the differential pressure chamber 33 also has system pressure.
  • the diameter of the second valve seat 56 on the valve piston seat 71 and the guide diameter of the valve piston 52 in the first piston section 52.1 are expediently the same, so that the second control valve 50 operates pressure-balanced. This has a positive effect on the actuating forces for driving the second control valve 50 by means of the second electromagnetic actuating element 51.
  • the armature 54 When energizing the solenoid 53 of the second control valve 50, the armature 54 is moved in the direction of the lower magnetic disk 53.2, so that the second valve seat 56 opens and at the same time the slide edge 57 closes the first valve seat 55.
  • the valve chamber 62 is hydraulically separated from the high-pressure chamber 61 and at the same time the valve chamber 62 is hydraulically connected to the low-pressure chamber 63.

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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 injector has a high pressure chamber (61) separated from a valve chamber (62) using a valve seat (55), where the high pressure chamber is loaded with system pressure. The valve chamber is connected with a difference pressure chamber (33), and is separated from a low pressure chamber (63) using a valve seat (56), where the low pressure chamber is connected to a low pressure/return system. The valve seat (56) has a conical sealing surface that is formed at a valve piston (52) that presses a housing-sided valve piston seat (71) against the low pressure area.

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einem Kraftstoffinjektor nach dem Oberbegriff des Anspruchs 1.The invention is based on a fuel injector according to the preamble of claim 1.

Ein Kraftstoffinjektor mit einem integrierten Druckverstärker ist beispielsweise aus DE 103 35 340 A1 bekannt. Der Druckverstärker weist einen in einem Gehäuse des Kraftstoffinjektors geführten Druckübersetzerkolben auf, der einem Kompressionsraum einen Differenzdruckraum und einen Hochdruckraum ausgesetzt ist. Mit einem ersten Steuerventil wird ein rückwärtiger Steuerraum einer Düsennadel angesteuert und das Steuervolumen in ein Niederdruck/Rücklaufsystem abgeleitet. Ein zweites Steuerventil verbindet den Differenzdruckraum des Druckverstärkers ebenfalls mit dem Niederdruck/Rücklaufsystem. Durch die Druckänderung im Differenzdruckraum drückt der Druckübersetzerkolben in den Kompressionsraum und komprimiert dort den Kraftstoff, der an eine Druckschulter der Düsennadel übertragen wird, so dass der an der Druckschulter wirkende übersetzte Hochdruck die Düsennadel vom Düsennadelsitz abhebt und der Kraftstoff mit dem über den Systemdruck erhöhten Kraftstoffdruck in den Brennraum einer Brennkraftmaschine einspritzt. Das zweite Steuerventil, das den Differenzdruckraum des Druckverstärkers ansteuert, ist dabei ein 3/2-Wegeventil mit einem Flachsitz/Schiebersitz. Da die über den Flachsitz in das Niederdruck/Rücklaufsystem aus dem Differenzdruckraum des Druckverstärkers abgeleitete Steuermenge unterschiedliche Druckniveaus aufweist und mit starken Druckstößen beaufschlagt ist, tritt insbesondere im Bereich des Flachsitzes Kavitationserosion auf, so dass der Ventilsitz des Flachsitzes undicht wird und dadurch die Injektorfunktion beeinträchtigt wird.A fuel injector with an integrated pressure booster is for example out DE 103 35 340 A1 known. The pressure booster has a pressure intensifier piston guided in a housing of the fuel injector, which is exposed to a compression space, a differential pressure chamber and a high-pressure chamber. With a first control valve a rear control chamber of a nozzle needle is controlled and derived the control volume in a low pressure / return system. A second control valve also connects the differential pressure chamber of the booster to the low pressure / return system. As a result of the pressure change in the differential pressure chamber, the pressure booster piston presses into the compression space and compresses the fuel which is transmitted to a pressure shoulder of the nozzle needle so that the translated high pressure acting on the pressure shoulder lifts the nozzle needle from the nozzle needle seat and the fuel with the fuel pressure raised above the system pressure injected into the combustion chamber of an internal combustion engine. The second control valve, which controls the differential pressure chamber of the pressure intensifier, is a 3/2-way valve with a flat seat / slide seat. Since the control quantity derived from the differential pressure chamber of the pressure intensifier via the flat seat has different pressure levels and is subjected to strong pressure surges, cavitation erosion occurs, in particular in the area of the flat seat, so that the valve seat of the flat seat becomes leaky and thus the injector function is impaired ,

Aus der DE 103 34 771 A1 ist ein Kraftstoffeinspritzventil mit einem Druckverstärker bekannt, bei dem das Steuerventil als direkt schaltendes 3/2-Wegeventil ausgeführt ist und sowohl einen Dichtsitz als auch eine Schieberdichtung aufweist.From the DE 103 34 771 A1 a fuel injection valve is known with a pressure booster, wherein the control valve is designed as a direct-switching 3/2-way valve and having both a sealing seat and a slide seal.

Aus der DE 10 2005 057 526 A1 ist darüber hinaus ein Kraftstoffeinspritzventil mit einem Druckverstärker bekannt, bei dem das Steuerventil zwei Ventilsitzes und einen längsbeweglichen Ventilkörper aufweist, um die beiden Ventilsitze zu öffnen und zu schließen.From the DE 10 2005 057 526 A1 is also known a fuel injection valve with a pressure booster, wherein the control valve has two valve seat and a longitudinally movable valve body to open the two valve seats and close.

Ein Steuerventil für einen Kraftstoffinjektor mit einem Ventilsitz, der durch eine an einem Ventilkolben ausgebildete konische Ventilsitzfläche gebildet ist, ist aus DE 199 40 300 A1 bekannt. Dabei weist der Ventilkolben mit der konischen Ventilsitzfläche in eine mit Hochdruck beaufschlagten Ventilkammer.A control valve for a fuel injector having a valve seat formed by a conical valve seat surface formed on a valve piston is off DE 199 40 300 A1 known. In this case, the valve piston with the conical valve seat surface in a pressurized with high pressure valve chamber.

Aufgabe der vorliegenden Erfindung ist es, ein Steuerventil zu schaffen, dessen ein Steuervolumen des Druckverstärkers haltender Ventilsitz keine oder nur sehr geringer Kavitationserosion ausgesetzt ist.The object of the present invention is to provide a control valve whose valve seat holding a control volume of the pressure intensifier is exposed to no or only very little cavitation erosion.

Offenbarung der ErfindungDisclosure of the invention

Die Aufgabe der Erfindung wird mit den kennzeichnenden Merkmalen des Anspruchs 1 gelöst. Der erfindungsgemäße Kraftstoffinjektor hat den Vorteil, dass die Kavitationserosion an den die Steuermenge des Druckverstärkers schaltenden Ventilsitz weitestgehend unterbunden ist. Durch den in den Niederdruckraum hineinöffnenden Ventilsitz wird eine Drosselwirkung realisiert, die mit zunehmender Öffnungsbewegung des Ventilkolbens sich verringert. Diese Drosselwirkung wirkt auf die Strömungsverhältnisse am Ventilsitz ein, wodurch dort Kavitationserscheinungen verhindert werden. Damit werden die für den Einsatz in einem Kraftfahrzeug notwendigen Dauerlaufziele für einen Kraftstoffinjektor erreicht.The object of the invention is achieved with the characterizing features of claim 1. The fuel injector according to the invention has the advantage that the cavitation erosion is largely prevented at the valve seat switching the control amount of the pressure intensifier. By opening into the low pressure chamber valve seat a throttle effect is realized, which decreases with increasing opening movement of the valve piston. This throttling effect acts on the flow conditions at the valve seat, whereby cavitation phenomena are prevented there. Thus, the necessary for use in a motor vehicle endurance goals for a fuel injector are achieved.

Vorteilhafte Weiterbildungen der Erfindung sind durch die Maßnahmen des Unteranspruchs möglich. Die Schließkraft wird zweckmäßigerweise von einer im Niederdruckraum angeordneten Druckfeder erzeugt, die die konische Dichtfläche gegen den Ventilskolbensitz drückt.Advantageous developments of the invention are possible by the measures of the subclaim. The closing force is expediently generated by a pressure spring arranged in the low-pressure space, which presses the conical sealing surface against the valve piston seat.

Der Ventilkolben des zweiten Steuerventils weist einen ersten Kolbenabschnitt, einen mit geringerem Durchmesser ausgeführten zweiten Kolbenabschnitt und einen dritten Kolbenabschnitt auf, wobei am dritten Kolbenabschnitt die konische Dichtfläche für den Ventilkolbensitz ausgebildet ist.The valve piston of the second control valve has a first piston section, a second piston section designed with a smaller diameter and a third piston section, wherein the conical sealing surface for the valve piston seat is formed on the third piston section.

Zur Realisierung eines druckausgeglichenen Steuerventils sind der Durchmesser des zweiten Ventilsitzes am Ventilkolbensitz und der Durchmesser des ersten Kolbenabschnitts, mit dem der Ventilkolben im Gehäuse geführt ist, im Wesentlichen gleich groß. Der Ventilsitz ist im stromlosen Zustand des Steuerventils geschlossen. Das Steuerventil weist ein elektromagnetisches Stellelement mit einem Tauchanker auf.To realize a pressure-balanced control valve, the diameter of the second valve seat on the valve piston seat and the diameter of the first piston portion, with which the valve piston is guided in the housing, substantially same size. The valve seat is closed when the control valve is de-energized. The control valve has an electromagnetic actuator with a plunger armature.

Ausführungsbeispielembodiment

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und in der nachfolgenden Beschreibung näher erläutert. Es zeigen Figur 1 eine Schnittdarstellung durch einen Kraftstoffinjektor und Figur 2 einen vergrößerten Ausschnitt X des zweiten Steuerventils in Figur 1.An embodiment of the invention is illustrated in the drawing and explained in more detail in the following description. Show it FIG. 1 a sectional view through a fuel injector and FIG. 2 an enlarged section X of the second control valve in FIG. 1 ,

Der in Figur 1 dargestellte Kraftstoffinjektor weist ein Gehäuse 10 mit beispielsweise einem ersten Gehäuseteil 11, einem zweiten Gehäuseteil 12, einem dritten Gehäuseteil 13, einem vierten Gehäuseteil 14 und einem Anschlussteil 15 sowie mit einem Düsenkörper 16 auf. Der Düsenkörper 16, das Gehäuseteil 14 und das Gehäuseteil 13 sind mittels einer Düsenspannmutter 17 hydraulisch dicht verspannt. Der Düsenkörper 16 enthält ein Einspritzventilglied 20 mit einer Düsennadel 21 die im Düsenkörper 16 axial verschiebbar geführt ist. Die Düsennadel 21 wirkt mit einem nicht näher dargestellten, am Düsenkörper 16 ausgebildeten Düsennadeldichtsitz zusammen, der einen Düsennadeldruckraum 22 im geschlossenen Zustand der Düsennadel 21 von Einspritzöffnungen 23 trennt. An der Düsennadel 21 ist eine Steuerraumhülse 24 geführt, die mittels einer Druckfeder 25 gegen eine Dichtfläche drückt und dadurch einen Steuerraum 26 umschließt. Dem Steuerraum 26 ist die Düsennadel 21 mit einer in Schließrichtung wirkenden Steuerfläche 27 ausgesetzt. Im Gehäuseteil 14 ist eine Hochdruckbohrung 18 angeordnet, die in den Düsennadeldruckraum 22 führt. Das Gehäuse 10 weist beispielsweise am Gehäuseteil 12 weiterhin einen Hochdruckanschluss 19 mit einer Hochdruckzuleitung 29 auf, mit dem der Kraftstoffinjektor an ein Common-Rail einer Dieseleinspritzeinrichtung angeschlossen ist.The in FIG. 1 shown fuel injector has a housing 10 with, for example, a first housing part 11, a second housing part 12, a third housing part 13, a fourth housing part 14 and a connecting part 15 and a nozzle body 16. The nozzle body 16, the housing part 14 and the housing part 13 are clamped hydraulically tight by means of a nozzle lock nut 17. The nozzle body 16 includes an injection valve member 20 having a nozzle needle 21 which is guided axially displaceably in the nozzle body 16. The nozzle needle 21 cooperates with a non-illustrated nozzle nozzle 16 formed on the nozzle needle sealing seat, which separates a nozzle needle pressure chamber 22 in the closed state of the nozzle needle 21 of injection openings 23. At the nozzle needle 21, a control chamber sleeve 24 is guided, which presses by means of a compression spring 25 against a sealing surface and thereby encloses a control chamber 26. The control chamber 26 is exposed to the nozzle needle 21 with a control surface 27 acting in the closing direction. In the housing part 14, a high-pressure bore 18 is arranged, which leads into the nozzle needle pressure chamber 22. The housing 10 further comprises, for example, on the housing part 12 a high pressure port 19 with a high pressure supply line 29, with which the fuel injector is connected to a common rail of a diesel injection device.

Im Gehäuse 10 des Kraftstoffinjektors ist weiterhin zur Druckverstärkung des Systemdrucks des Common-Rails eine Druckverstärkungseinrichtung 30 mit einem als Stufenkolben ausgeführten Druckübersetzerkolben 31 angeordnet. Der Druckübersetzerkolben 31 ist einem Arbeitsraum 32, einem Differenzdruckraum 33 und einem Kompressionsraum 34 ausgesetzt. Der Arbeitsraum 32 und der Kompressionsraum 34 stehen über einen Verbindungskanal 35 mit einem Rückschlagventil 36 in Verbindung. In den Arbeitsraum 32 führt die Hochdruckzuleitung 29, so dass im Arbeitsraum 32 permanent Systemdruck des Common-Rails anliegt. Im Arbeitsraum 32 ist eine Rückstellfeder 38 angeordnet, die den Druckübersetzerkolben 31 in die in Figur 1 dargestellte Ausgangsposition zurückstellt. Aus dem Kompressionsraum 34 zweigt eine weitere Hochdruckbohrung 39 ab, die mit der Hochdruckbohrung 18 hydraulisch verbunden ist, so dass der Druck des Kompressionsraums in den Düsennadeldruckraum 22 übertragen wird.In the housing 10 of the fuel injector pressure amplification device 30 is further arranged with a designed as a stepped piston pressure booster piston 31 for pressure amplification of the system pressure of the common rail. The pressure booster piston 31 is exposed to a working space 32, a differential pressure chamber 33 and a compression space 34. The working space 32 and the compression space 34 are connected via a connecting channel 35 with a check valve 36 in connection. In the working space 32, the high pressure supply line 29, so that in Working space 32 permanently applied system pressure of the common rail. In the working space 32, a return spring 38 is arranged, which the pressure booster piston 31 in the in FIG. 1 resets the initial position shown. From the compression space 34 branches off a further high-pressure bore 39, which is hydraulically connected to the high-pressure bore 18, so that the pressure of the compression chamber is transferred to the nozzle needle pressure chamber 22.

Der Kraftstoffinjektor umfasst weiterhin ein als Servoventil ausgebildetes erstes Steuerventil 40 und ein ebenfalls als Servoventil ausgebildetes zweites Steuerventil 50. Das erste Steuerventil 40 ist ein 2/2-Wege-Ventil und umfasst ein erstes elektromagnetisches Stellelement 41, das mittels eines ersten Ventilkolbens 43 den Steuerraum 26 ansteuert, indem der Steuerraum 26 mit einem ersten Niederdruckraum 46 und von dort über hydraulische Verbindungen 48 mit einem ersten Rücklaufanschluss 49 verbunden wird, der hydraulisch mit einem ersten Niederdruck/Rücklaufsystem in Verbindung steht. Über den ersten Rücklaufanschluss 49 wird die vom ersten Steuerventil 40 geschaltete Steuermenge des Steuerraums 26 der Düsennadel 21 in das erste Niederdruck/Rücklaufsystem abgeführt.The fuel injector further comprises a first control valve 40 designed as a servo valve and a second control valve 50 likewise designed as a servo valve. The first control valve 40 is a 2/2-way valve and comprises a first electromagnetic control element 41, which controls the control chamber by means of a first valve piston 43 26 is controlled by the control chamber 26 is connected to a first low pressure chamber 46 and from there via hydraulic connections 48 to a first return port 49 which is hydraulically in communication with a first low pressure / return system. Via the first return connection 49, the control quantity of the control chamber 26 of the nozzle needle 21 switched by the first control valve 40 is discharged into the first low-pressure / return system.

Das zweite Steuerventil 50 ist ein 3/2-Wege-Ventil und umfasst ein zweites elektromagnetisches Stellelement 51 mit einem zweiten Ventilkolben 52. Der zweite Ventilkolben 52 weist gemäß Figur 2 einen ersten Kolbenabschnitt 52.1 einen zweiten Kolbenabschnitt 52.2 und einen dritten Kolbenabschnitt 52.3 auf. Der Ventilkolben 52 ist mit dem ersten Kolbenabschnitt 52.1 in einem Gehäuseteil des Gehäuse 10 geführt. Das elektromagnetische Stellelement 51 umfasst eine Magnetspule 53, die von einer oberen Magnetscheibe 53.1 und von einer unteren Magnetscheibe 53.2 eingeschlossen ist. Der Ventilkolben 52 ist mit einem Magnetanker 54 verbunden, wobei der Ventilkolben 52 durch die untere Magnetscheibe 53.2 geführt ist, so dass der Magnetanker 54 von der Magnetspule 53 umschlossen ist und dadurch einen sogenannten Tauchanker bildet. Das Steuerventil 50 weist einen ersten Ventilsitz 55 und einen zweiten Ventilsitz 56 auf. Der erste Ventilsitz 55 wird durch eine zwischen dem ersten Kolbenabschnitt 52.1 und dem einen geringeren Durchmesser aufweisenden Kolbenabschnitt 52.2 ausgebildete Schieberkante 57 gebildet, die mit einer gehäuseseitigen Steuerkante 58 zusammenwirkt. Der zweite Ventilsitz 56 wird von einer am Ventilkolben 52 ausgebildeten konischen Dichtfläche 70 und einem gehäuseseitigen Ventilkolbensitz 71 gebildet, wobei die konische Dichtfläche 70 zwischen dem zweiten Kolbenabschnitt 52.2 und dem einen größeren Durchmesser aufweisenden dritten Kolbenabschnitt 52.3 verläuft. Dadurch wird ein sogenannter A-Sitz ausbildet. Der Ventilkolben 52 ist mit der Schieberkante 57 einem Hochdruckraum 61 und mit der konischen Dichtfläche 70 einer Ventilkammer 62 und einem Niederdruckraum 63 ausgesetzt. Der Ventilkolben ragt mit dem dritten Kolbenabschnitt 52.3 in den Niederdruckraum 63. Am dritten Kolbenabschnitt 52.3 greift eine im Niederdruckraum 63 angeordnete Druckfeder 73 an, die sich an einem Gehäuseteil des Gehäuses 10 abstützt und die konische Dichtfläche 70 gegen den gehäuseseitigen Ventilkolbensitz 71 drückt. Der Hochdruckraum 61 steht über eine Hochdruckleitung 64 mit dem Arbeitsraum 32 des Druckverstärkers 30 in Verbindung. Der Ventilkammer 62 ist über eine erste hydraulische Verbindung 65 mit dem Differenzdruckraum 33 des Druckverstärkers 30 verbunden. Vom Niederdruckraum 63 führt eine zweite hydraulische Verbindung 66 und eine dritte hydraulische Verbindung 67 zu einem zweiten Rücklaufanschluss 69, der mit einem zweiten Niederdruck/Rücklaufsystem in Verbindung steht. Der Magnetanker 54 ist mit dem Ventilkolben 52 beispielsweise eingepresst, geschweißt oder schälgenietet.The second control valve 50 is a 3/2-way valve and includes a second electromagnetic actuator 51 with a second valve piston 52. The second valve piston 52 has according to FIG. 2 a first piston portion 52.1 a second piston portion 52.2 and a third piston portion 52.3. The valve piston 52 is guided with the first piston portion 52.1 in a housing part of the housing 10. The electromagnetic actuator 51 comprises a magnetic coil 53 which is enclosed by an upper magnetic disk 53.1 and by a lower magnetic disk 53.2. The valve piston 52 is connected to a magnetic armature 54, wherein the valve piston 52 is guided by the lower magnetic disk 53.2, so that the magnet armature 54 is enclosed by the magnetic coil 53 and thereby forms a so-called plunger armature. The control valve 50 has a first valve seat 55 and a second valve seat 56. The first valve seat 55 is formed by a slide edge 57 formed between the first piston section 52. 1 and the smaller diameter piston section 52. 2, which cooperates with a control edge 58 on the housing side. The second valve seat 56 is formed by a valve piston 52 formed on the conical sealing surface 70 and a housing-side valve piston seat 71, wherein the conical sealing surface 70 between the second piston portion 52.2 and the one larger diameter third piston portion 52.3 runs. As a result, a so-called A-seat is formed. The valve piston 52 is exposed to the slide edge 57 a high pressure chamber 61 and with the conical sealing surface 70 of a valve chamber 62 and a low pressure chamber 63. The valve piston projects with the third piston section 52.3 into the low-pressure space 63. The third piston section 52.3 engages a compression spring 73 arranged in the low-pressure space 63, which is supported on a housing part of the housing 10 and presses the conical sealing surface 70 against the housing-side valve piston seat 71. The high pressure chamber 61 communicates via a high pressure line 64 with the working space 32 of the pressure booster 30 in connection. The valve chamber 62 is connected via a first hydraulic connection 65 to the differential pressure chamber 33 of the pressure booster 30. From the low-pressure space 63, a second hydraulic connection 66 and a third hydraulic connection 67 lead to a second return connection 69, which communicates with a second low-pressure / return system. The magnet armature 54 is, for example, pressed, welded or peeled with the valve piston 52.

Vom ersten Niederdruckraum 46 des ersten Steuerventils 40 führen durch die einzelnen Gehäuseteile 11, 12 , 13, 14 verschiedene nicht näher bezeichnete weitere hydraulische Verbindungen zu einem Leckageraum 68 des zweiten Steuerventils 50. Der Leckageraum 68 dehnt sich dabei im zweiten Stellelement 51 bis zum zweiten Ventilkolben 52 aus. Zwischen dem Leckageraum 68 und dem zweiten Niederdruckraum 63 ist ein Bypasskanal 74 angeordnet, so dass die beiden hydraulischen Räume hydraulisch verbunden sind.From the first low-pressure chamber 46 of the first control valve 40 lead through the individual housing parts 11, 12, 13, 14 different unspecified further hydraulic connections to a leakage chamber 68 of the second control valve 50. The leakage chamber 68 expands in the second actuator 51 to the second valve piston 52 off. Between the leakage chamber 68 and the second low-pressure chamber 63, a bypass channel 74 is arranged, so that the two hydraulic chambers are hydraulically connected.

Das zweite Steuerventil 50 ist bei stromlosen zweiten magnetischen Stellelemente 51 mittels der Druckfeder 73 in den zweiten Ventilsitz 56 gestellt, so dass im stromlosen Zustand des magnetischen Stellelements 51 der Niederdruckraum 63 von der Ventilkammer 62 getrennt und der mittels Systemdruck beaufschlagte Hochdruckraum 61 mit der Ventilkammer 62 hydraulisch verbunden ist. Dadurch liegt im Differenzdruckraum 33 ebenfalls Systemdruck an. Der Durchmesser des zweiten Ventilsitzes 56 am Ventilkolbensitz 71 und der Führungsdurchmesser des Ventilkolbens 52 im ersten Kolbenabschnitt 52.1 sind zweckmäßigerweise gleich groß, so dass das zweite Steuerventil 50 druckausgeglichen arbeitet. Dies wirkt sich positiv auf die Betätigungskräfte zum Ansteuern des zweiten Steuerventils 50 mittels des zweiten elektromagnetischen Stellelements 51 aus. Beim Bestromen der Magnetspule 53 des zweiten Steuerventils 50 wird der Magnetanker 54 in Richtung der unteren Magnetscheibe 53.2 bewegt, so dass sich der zweite Ventilsitz 56 öffnet und gleichzeitig die Schieberkante 57 den ersten Ventilsitz 55 schließt. Dadurch wird die Ventilkammer 62 vom Hochdruckraum 61 hydraulisch getrennt und gleichzeitig die Ventilkammer 62 mit dem Niederdruckraum 63 hydraulisch verbunden. Infolgedessen entsteht eine hydraulische Verbindung zwischen Differenzdruckraum 33 des Druckverstärkers 30 über den zweiten Rücklaufanschluss 69 mit dem zweiten Niederdruck/Rücklaufsystem, wodurch der Druck im Differenzdruckraum 33 sinkt und dadurch der Druckübersetzerkolben 31 durch den höheren Druck im Arbeitsraum 32 in den Kompressionsraum 34 bewegt wird, so dass dort eine Druckerhöhung stattfindet, die über die Hochdruckleitungen 18, 39 in den Düsennadeldruckraum 22 übertragen wird. Dadurch liegt im Düsennadeldruckraum 22 ein über dem Systemdruck liegender Einspritzdruck an, so dass der Kraftstoff mit diesem erhöhten Einspritzdruck über die Einspritzöffnungen 23 in den Brennraum der Brennkraftmaschine eingespritzt wird. Eine Voreinspritzung mit Systemdruck wird durch Ansteuern des ersten Steuerventils 40 realisiert, indem mittels des ersten Steuerventils 40 der Steuerraum 27 über den ersten Rücklaufanschluss 49 mit dem ersten Niederdruck/Rücklaufsystem verbunden wird.The second control valve 50 is placed in the second valve seat 56 in the currentless state of the magnetic actuator 51 of the low pressure chamber 63 from the valve chamber 62 and the acted upon by system pressure high-pressure chamber 61 with the valve chamber 62nd hydraulically connected. As a result, the differential pressure chamber 33 also has system pressure. The diameter of the second valve seat 56 on the valve piston seat 71 and the guide diameter of the valve piston 52 in the first piston section 52.1 are expediently the same, so that the second control valve 50 operates pressure-balanced. This has a positive effect on the actuating forces for driving the second control valve 50 by means of the second electromagnetic actuating element 51. When energizing the solenoid 53 of the second control valve 50, the armature 54 is moved in the direction of the lower magnetic disk 53.2, so that the second valve seat 56 opens and at the same time the slide edge 57 closes the first valve seat 55. As a result, the valve chamber 62 is hydraulically separated from the high-pressure chamber 61 and at the same time the valve chamber 62 is hydraulically connected to the low-pressure chamber 63. As a result, a hydraulic connection between the differential pressure chamber 33 of the pressure booster 30 via the second return port 69 with the second low pressure / return system, whereby the pressure in the differential pressure chamber 33 decreases and thereby the pressure booster piston 31 is moved by the higher pressure in the working space 32 in the compression space 34, so that there takes place an increase in pressure, which is transmitted via the high-pressure lines 18, 39 into the nozzle needle pressure chamber 22. As a result, an injection pressure lying above the system pressure is present in the nozzle needle pressure chamber 22, so that the fuel with this increased injection pressure is injected via the injection openings 23 into the combustion chamber of the internal combustion engine. A pre-injection with system pressure is realized by driving the first control valve 40, by means of the first control valve 40, the control chamber 27 is connected via the first return port 49 to the first low pressure / return system.

Claims (2)

  1. Fuel injector for injecting fuel into a combustion chamber of an internal combustion engine, having a housing (10) in which an injection valve member (20) with a nozzle needle (21), a pressure boosting device (30), and also at least one control valve (50) are arranged, wherein the control valve (50) controls a differential pressure chamber (33) of the pressure boosting device (30) and has a first valve seat (55) and a second valve seat (56), wherein by means of the first valve seat (55), a high-pressure chamber (61) which is charged with system pressure can be separated from a valve chamber (62) which is connected to the differential pressure chamber (33), wherein by means of the second valve seat (56), the valve chamber (62) can be separated from a low-pressure chamber (63) which is connected to a low pressure/return system, wherein the second valve seat (56) has a conical sealing surface (70) formed on the valve piston (52), wherein the valve piston (52) has a first piston section (52.1), a second piston section (52.2) of smaller diameter, and a third piston section (52.3), and wherein the conical sealing surface (70) for a valve piston seat. (71) is formed on the third piston section (52.3), and the valve piston (52) projects with the third piston section (52.3) into the low-pressure chamber (63) which is connected to the low pressure/return system, and wherein the conical sealing surface (70) presses from the direction of the low pressure chamber (63) against a valve piston seat (71) on the housing, characterized in that the diameter of the second valve seat (56) on the valve piston seat (71) and the diameter of the first piston section (52.1) by means of which the valve piston (52) is guided in the housing (10) are substantially equal, such that a pressure-balanced control valve (50) is realized, wherein the control valve (50) has an electromagnetic actuating element (51) with a plunger-type armature (54) and the second valve seat (56) is closed when the control valve (50) is in the electrically de-energized state.
  2. Fuel injector according to Claim 1, characterized in that a compression spring (73) is arranged in the low-pressure chamber (63), which compression spring generates the closing force for the conical sealing surface (70) with the valve piston seat (71).
EP08101824A 2007-04-13 2008-02-21 Fuel injector with integrated pressure intensifier Not-in-force EP1980742B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102007018040A DE102007018040A1 (en) 2007-04-13 2007-04-13 Fuel injector with integrated pressure booster

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EP1980742A1 EP1980742A1 (en) 2008-10-15
EP1980742B1 true EP1980742B1 (en) 2011-07-27

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AT (1) ATE518057T1 (en)
DE (1) DE102007018040A1 (en)

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DE102008002474A1 (en) 2008-06-17 2009-12-24 Robert Bosch Gmbh Valve seat, particularly for fuel injector, has valve strand and valve plate, which has contact surfaces, where one of contact surfaces of valve strand or valve plate is designed in planar and other is designed in convex contour
DE102011004640A1 (en) * 2011-02-24 2012-08-30 Robert Bosch Gmbh Control valve for a fuel injector and fuel injector

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DE19940300A1 (en) 1999-08-25 2001-03-01 Bosch Gmbh Robert Control valve for an injector
DE10315016A1 (en) * 2003-04-02 2004-10-28 Robert Bosch Gmbh Fuel injector with a leak-free servo valve
DE10334771A1 (en) 2003-07-30 2005-02-24 Robert Bosch Gmbh Pressure-equalizing valve for a fuel injector with pressure booster
DE10335340A1 (en) 2003-08-01 2005-02-24 Robert Bosch Gmbh Control valve for a pressure injector containing fuel injector
JP4286770B2 (en) 2004-12-02 2009-07-01 株式会社日本自動車部品総合研究所 Control valve and fuel injection valve having the same

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ATE518057T1 (en) 2011-08-15
EP1980742A1 (en) 2008-10-15

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