EP2019198B1 - Injector - Google Patents

Injector Download PDF

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Publication number
EP2019198B1
EP2019198B1 EP20080104410 EP08104410A EP2019198B1 EP 2019198 B1 EP2019198 B1 EP 2019198B1 EP 20080104410 EP20080104410 EP 20080104410 EP 08104410 A EP08104410 A EP 08104410A EP 2019198 B1 EP2019198 B1 EP 2019198B1
Authority
EP
European Patent Office
Prior art keywords
valve
chamber
duct
control
injector
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
EP20080104410
Other languages
German (de)
French (fr)
Other versions
EP2019198A3 (en
EP2019198A2 (en
Inventor
Hans-Christoph Magel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2019198A2 publication Critical patent/EP2019198A2/en
Publication of EP2019198A3 publication Critical patent/EP2019198A3/en
Application granted granted Critical
Publication of EP2019198B1 publication Critical patent/EP2019198B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/28—Details of throttles in fuel-injection apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
    • F02M2200/703—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/002—Arrangement of leakage or drain conduits in or from injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/167—Means for compensating clearance or thermal expansion

Definitions

  • the invention relates to an injector for injecting fuel into a combustion chamber of an internal combustion engine, in particular a common rail injector, according to the preamble of claim 1.
  • an inlet channel is provided which connects a high-pressure region of the injector with a valve chamber, wherein at the same time via a rinse pump an additional filling of the control chamber via the valve chamber is made possible.
  • the filling of the valve chamber in this case causes a lowering of a valve needle to its sealing seat.
  • the invention has the object, an injector according to the preamble of claim 1 such that a faster switching or moving the valve needle is made possible in your sealing seat. This object is achieved in an injector with the features of claim 1.
  • an inlet throttle channel is branched off for permanent connection of the control chamber to the high-pressure region of the inlet channel.
  • the inlet channel can open either from a fuel supply channel in the injector body or from a pressure chamber of the injector.
  • the inlet throttle channel as a radial bore in a sleeve bounding the control chamber or to arrange the inlet throttle channel as a defined annular gap between the valve element and such a sleeve.
  • an embodiment is advantageous in which the flow cross-section of the inlet channel and / or the flow cross-section of the backfill channel is / are larger than the flow area of the outlet throttle channel and - when providing an inlet throttle channel - are greater than the flow cross-section of this inlet throttle channel, the Control chamber permanently connected to a high pressure area of the injector.
  • a piezoelectric actuator is provided for actuating the control valve.
  • the provision of a piezoelectric actuator allows an embodiment of the control valve as in the axial direction not pressure-balanced and thus structurally simple and inexpensive control valve.
  • Fig. 1 is shown very schematically the structure of an injector 1 designed as a common rail injector.
  • the injector 1 is supplied via a high-pressure supply line 2 from a fuel high-pressure accumulator 3 (rail) with fuel at high pressure (preferably higher than 2000 bar), in particular diesel oil or gasoline.
  • the fuel high-pressure accumulator 3 is supplied with fuel from a low-pressure reservoir 5 by a high-pressure pump 4 designed as a radial piston pump.
  • a low-pressure region 6 of the injector 1 is hydraulically connected via a return 7 to the reservoir 5.
  • the pressure in the low-pressure region 6 of the injector 1 is between about 0 and 100 bar, preferably between about 0 and 10 bar.
  • a fuel quantity to be explained later is discharged from a control chamber 8 and fed back to the high-pressure circuit via the high-pressure pump 4.
  • valve element 10 is arranged within a belonging to a high-pressure region of the injector 1 pressure chamber 9 a one-piece in this embodiment.
  • valve element 10 is arranged.
  • a multi-part, in particular two-part design of the valve element 10 with control rod and nozzle needle is conceivable.
  • the control chamber 8 Radially outward, the control chamber 8 is bounded by a sleeve 12, which is pressed by a closing spring 13 in the axial direction against a throttle plate 14.
  • the closing spring 13 is supported on a Peripheral collar 15 of the valve member 10 from and acts on this in the direction of its valve seat 16th
  • valve member 10 When the valve member 10 abuts the valve seat 16, i. is in a closed position, the fuel outlet from a nozzle hole arrangement 17 in the combustion chamber (not shown) of the internal combustion engine is locked. If, on the other hand, it is lifted off the valve seat 16, fuel can flow from the pressure chamber 9 via axial channels 18, which are formed by a polygonal contoured guide section 19 of the valve element 10, past the valve seat 16 to the nozzle hole arrangement 17 and from there into the combustion chamber (not shown).
  • a control valve 20 associated with the control chamber 8 (servo valve), more precisely a control piston 21 of the control valve 20, transferred from a first switching position shown in a second switching position in which the control piston 21 with a plane lower in the drawing plane (flat) contact surface 22 a first, flat (flat) valve seat surface 23 is moved.
  • the coupler space 25 serves to compensate for variations in the length of the actuator 24 caused by temperature fluctuations.
  • the control chamber 8 is hydraulically connected via an outlet throttle 26 with the low pressure region 6 of the injector 1.
  • Fuel flows via a first portion 27a of an inlet channel 27, which is branched off from the high-pressure supply line 2 (high-pressure region), via an inlet throttle channel 28, which is branched off from the inlet channel 27, into the control chamber 8. From there, the fuel flows via the outlet throttle channel 26 into a valve chamber 29 of the control valve 20 and from there to a hemispherical portion 30 of the control piston 21 passing into an intermediate chamber 31, in which a rod-shaped portion 32 of the control piston 21 is accommodated.
  • the fuel flows further into the reservoir 5.
  • the flow cross-sections of the inlet throttle channel 28 and the opening from the control chamber 8 into the valve chamber 29 outlet throttle 26 are coordinated such that a net Flow of Fuel from the control chamber 8 results, the fuel pressure in the control chamber 8 thus decreases and the valve element 10 lifts from its valve seat 16 and releases the fuel flow from the pressure chamber 9 (high pressure area) via the nozzle hole arrangement 17 in the combustion chamber of the internal combustion engine.
  • valve element 10 are moved to its valve seat 16, the control valve 20 and the control piston 21 from the second switching position in the in Fig. 1 shown moved first switching position in which the hemispherical portion 30 of the control piston 21 rests with its spherical portion on an annular second valve seat surface 33 which is opposite to the planar first valve seat surface 23.
  • the energization of the actuator 24 is interrupted, whereby the control piston 21, supported by a spring 34 in the plane of the drawing up to the second valve seat surface 33 of the control valve 20 is moved.
  • the flow cross-section of the grant circallkanals 35 is greater than the flow cross-section of the inlet throttle channel 28 and the flow area of the outlet throttle 26, which connects the control chamber 8 permanently hydraulically with the valve chamber 29.
  • the scaffoldyogllkanal 35 opens into the flat first valve seat surface 23 for the control piston 21 and is guided in the axial direction into the control chamber 8.
  • the scaffoldyogllkanal 35 is connected simultaneously with the inlet channel 27 by means of the control valve 20 and is open only in the first switching position. In the second switching position in which the hemispherical portion 30 rests with its planar contact surface 22 on the planar first valve seat surface 23, both the second portion 27b of the inlet channel 27 and the remindglallkanal 35 are locked. In this second switching position, only fuel flows via the first section 27a of the inlet channel 27 into the inlet throttle channel 28 and from there into the control chamber 8.
  • inlet throttle channel 28 is dispensed with the inlet throttle channel 28.
  • inlet throttle channel 28 can be realized, in which the inlet throttle channel 28 is not branched off from the inlet channel 27, but is guided, for example, directly from the pressure chamber 9 into the control chamber 8. It is also conceivable that the inlet channel 27 is not branched off from the high pressure supply line 2 within the injector 1, but from the pressure chamber 9.
  • Fig. 2 is shown an injector known from D1, which is addressed to avoid repetition only to the differences from the already described embodiment.
  • the injector 1 according to Fig. 2 has a designed as a 3/2-way valve control valve 20. It can be seen that the outlet throttle channel 26 in comparison to the embodiment according to Fig. 1 in an area, seen hydraulically, behind the valve seat surfaces 23, 33 of the control valve 20, that is arranged between the intermediate chamber 31 and the reservoir 5. The control chamber 8 is thus hydraulically connected exclusively via the rinse chamber 29.
  • the flow cross-section of the rinses 35 which in the embodiment according to Fig. 2 at a distance from the first planar valve seat surface 23 opens into the valve chamber 29 and discharges during the rinses, greater than the flow area of the outlet throttle 26 and the flow area of the inlet throttle channel 28, which can optionally be dispensed with.

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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)

Description

Stand der TechnikState of the art

Die Erfindung betrifft einen Injektor zum Einspritzen von Kraftstoff in einen Brennraum einer Brennkraftmaschine, insbesondere einen Common-Rail-Injektor, gemäß dem Oberbegriff des Anspruchs 1.The invention relates to an injector for injecting fuel into a combustion chamber of an internal combustion engine, in particular a common rail injector, according to the preamble of claim 1.

Aus der DE 10 2004 015 744 A1 ist bereits ein derartiger Injektor bekannt. Hierbei ist bei dem in der Figur 2 dargestellten Ausführungsbeispiel ein Zulaufkanal vorgesehen, der einen Hochdruckbereich des Injektors mit einer Ventilkammer verbindet, wobei gleichzeitig über einen Rückfüllkanal ein zusätzliches Befüllen der Steuerkammer über die Ventilkammer ermöglicht wird. Das Befüllen der Ventilkammer bewirkt hierbei ein Absenken einer Ventilnadel auf ihren Dichtsitz.From the DE 10 2004 015 744 A1 already such an injector is known. Here is in the in the FIG. 2 illustrated embodiment, an inlet channel is provided which connects a high-pressure region of the injector with a valve chamber, wherein at the same time via a Rückfüllkanal an additional filling of the control chamber via the valve chamber is made possible. The filling of the valve chamber in this case causes a lowering of a valve needle to its sealing seat.

Darüber hinaus ist es aus der WO 03/004856 A bekannt, in einer zweiten Schaltstellung eines Steuerventils den die Steuerkammer mit der Ventilkammer verbindenden Rückströmkanal zu sperren.In addition, it is from the WO 03/004856 A it is known to block in a second switching position of a control valve connecting the control chamber with the valve chamber return flow.

Ausgehend von dem dargestellten Stand der Technik liegt der Erfindung die Aufgabe zugrunde, einen Injektor nach dem Oberbegriff des Anspruchs 1 derart weiterzubilden, dass ein schnelleres Schalten bzw. Bewegen der Ventilnadel in Ihren Dichtsitz ermöglicht wird. Diese Aufgabe wird bei einem Injektor mit den Merkmalen des Anspruchs 1 gelöst.Based on the illustrated prior art, the invention has the object, an injector according to the preamble of claim 1 such that a faster switching or moving the valve needle is made possible in your sealing seat. This object is achieved in an injector with the features of claim 1.

Für den Fall, dass eine den Hochdruckbereich dauerhaft mit der Steuerkammer verbindende Zulaufdrossel vorgesehen ist, kann eine fertigungstechnisch optimierte Konstruktion realisiert werden, nach der ein Zulaufdrosselkanal zur dauerhaften Anbindung der Steuerkammer an den Hochdruckbereich von dem Zulaufkanal abgezweigt ist. Dabei kann der Zulaufkanal entweder aus einem Kraftstoffversorgungskanal im Injektorkörper oder aus einem Druckraum des Injektors ausmünden. Anstelle der Abzweigung der Zulaufdrossel von dem Zulaufkanal ist es denkbar, einen von dem in die Ventilkammer mündenden Zulaufkanal unabhängigen Zulaufdrosselkanal vorzusehen. Beispielsweise ist es in diesem Fall denkbar, den Zulaufdrosselkanal als Radialbohrung in einer die Steuerkammer begrenzenden Hülse einzubringen oder den Zulaufdrosselkanal als definierten Ringspalt zwischen dem Ventilelement und einer derartigen Hülse anzuordnen.In the event that a high-pressure area permanently connected to the control chamber inlet throttle is provided, a production-optimized design can be realized, after which an inlet throttle channel is branched off for permanent connection of the control chamber to the high-pressure region of the inlet channel. In this case, the inlet channel can open either from a fuel supply channel in the injector body or from a pressure chamber of the injector. Instead of the diversion of the inlet throttle from the inlet channel, it is conceivable to provide an inlet channel which is independent of the inlet channel opening into the valve chamber. For example, it is conceivable in this case to introduce the inlet throttle channel as a radial bore in a sleeve bounding the control chamber or to arrange the inlet throttle channel as a defined annular gap between the valve element and such a sleeve.

Wie eingangs erwähnt ist eine Ausführungsform von Vorteil, bei der der Durchflussquerschnitt des Zulaufkanals und/oder der Durchflussquerschnitt des Rückfüllkanals größer ist/sind als der Durchflussquerschnitt des Ablaufdrosselkanals und - bei Vorsehen eines Zulaufdrosselkanals - größer sind/ist als der Durchflussquerschnitt dieses Zulaufdrosselkanals, der die Steuerkammer dauerhaft mit einem Hochdruckbereich des Injektors verbindet.As mentioned above, an embodiment is advantageous in which the flow cross-section of the inlet channel and / or the flow cross-section of the backfill channel is / are larger than the flow area of the outlet throttle channel and - when providing an inlet throttle channel - are greater than the flow cross-section of this inlet throttle channel, the Control chamber permanently connected to a high pressure area of the injector.

In einer bevorzugten Ausführungsform ist zum Betätigen des Steuerventils ein Piezoaktor vorgesehen. Insbesondere das Vorsehen eines Piezoaktors ermöglicht eine Ausführungsform des Steuerventils als in axialer Richtung nicht druckausgeglichenes und damit konstruktiv einfaches und kostengünstiges Steuerventil.In a preferred embodiment, a piezoelectric actuator is provided for actuating the control valve. In particular, the provision of a piezoelectric actuator allows an embodiment of the control valve as in the axial direction not pressure-balanced and thus structurally simple and inexpensive control valve.

Kurze Beschreibung der ZeichnungenBrief description of the drawings

Weitere Vorteile, Merkmale und Einzelheiten der Erfindung ergeben sich aus der nachfolgenden Beschreibung bevorzugter Ausführungsbeispiele sowie anhand der Zeichnungen; diese zeigen in:

Fig. 1:
einen Common-Rail-Injektor mit einem als 4/2-Wege-Ventil ausgebil- deten Steuerventil und
Fig. 2:
einen bekannten Common-Rail-Injektor mit einem als 3/2-Wege-Ventil ausgebil- deten Steuerventil.
Further advantages, features and details of the invention will become apparent from the following description of preferred embodiments and from the drawings; these show in:
Fig. 1:
a common rail injector with a designed as a 4/2-way valve Deten control valve and
Fig. 2:
a known common rail injector with a control valve designed as a 3/2-way valve.

Ausführungsformen der ErfindungEmbodiments of the invention

In den Figuren sind gleiche Bauteile und Bauteile mit der gleichen Funktion mit den gleichen Bezugszeichen gekennzeichnet.In the figures, the same components and components with the same function with the same reference numerals.

In Fig. 1 ist stark schematisiert der Aufbau eines als Common-Rail-Injektor ausgebildeten Injektors 1 gezeigt. Der Injektor 1 wird über eine Hochdruckversorgungsleitung 2 aus einem Kraftstoff-Hochdruckspeicher 3 (Rail) mit unter hohem Druck (vorzugsweise höher als 2000 bar) stehendem Kraftstoff, insbesondere Dieselöl oder Benzin, versorgt. Der Kraftstoff-Hochdruckspeicher 3 wird von einer als Radialkolbenpumpe ausgebildeten Hochdruckpumpe 4 mit Kraftstoff aus einem auf Niederdruck liegendem Vorratsbehälter 5 versorgt. Ein Niederdruckbereich 6 des Injektors 1 ist über einen Rücklauf 7 mit dem Vorratsbehälter 5 hydraulisch verbunden. Der Druck im Niederdruckbereich 6 des Injektors 1 beträgt je nach Betriebszustand zwischen etwa 0 und 100 bar, vorzugsweise zwischen etwa 0 und 10 bar. Über den Rücklauf 7 wird eine später noch zu erläuternde Kraftstoffmenge (Steuermenge) aus einer Steuerkammer 8 abgeführt und über die Hochdruckpumpe 4 dem Hochdruckkreislauf wieder zugeführt.In Fig. 1 is shown very schematically the structure of an injector 1 designed as a common rail injector. The injector 1 is supplied via a high-pressure supply line 2 from a fuel high-pressure accumulator 3 (rail) with fuel at high pressure (preferably higher than 2000 bar), in particular diesel oil or gasoline. The fuel high-pressure accumulator 3 is supplied with fuel from a low-pressure reservoir 5 by a high-pressure pump 4 designed as a radial piston pump. A low-pressure region 6 of the injector 1 is hydraulically connected via a return 7 to the reservoir 5. Depending on the operating state, the pressure in the low-pressure region 6 of the injector 1 is between about 0 and 100 bar, preferably between about 0 and 10 bar. About the return 7, a fuel quantity to be explained later (control amount) is discharged from a control chamber 8 and fed back to the high-pressure circuit via the high-pressure pump 4.

Innerhalb eines zu einem Hochdruckbereich des Injektors 1 gehörenden Druckraums 9 ist ein in diesem Ausführungsbeispiel einstückiges Ventilelement 10 angeordnet. Alternativ ist eine mehrteilige, insbesondere zweiteilige Ausbildung des Ventilelementes 10 mit Steuerstange und Düsennadel denkbar. Das Ventilelement 10 ist in axialer Richtung längsverschieblich geführt und begrenzt mit seiner in der Zeichnungsebene oberen Stirnseite 11 die Steuerkammer 8. Radial außen wird die Steuerkammer 8 von einer Hülse 12 begrenzt, die von einer Schließfeder 13 in axialer Richtung gegen eine Drosselplatte 14 gedrückt wird. Anderenends stützt sich die Schließfeder 13 an einem Umfangsbund 15 des Ventilelementes 10 ab und beaufschlagt dieses in Richtung auf seinen Ventilsitz 16.Within a belonging to a high-pressure region of the injector 1 pressure chamber 9 a one-piece in this embodiment, valve element 10 is arranged. Alternatively, a multi-part, in particular two-part design of the valve element 10 with control rod and nozzle needle is conceivable. Radially outward, the control chamber 8 is bounded by a sleeve 12, which is pressed by a closing spring 13 in the axial direction against a throttle plate 14. At the other end, the closing spring 13 is supported on a Peripheral collar 15 of the valve member 10 from and acts on this in the direction of its valve seat 16th

Wenn das Ventilelement 10 am Ventilsitz 16 anliegt, d.h. sich in einer Schließstellung befindet, ist der Kraftstoffaustritt aus einer Düsenlochanordnung 17 in den Brennraum (nicht dargestellt) der Brennkraftmaschine gesperrt. Ist sie dagegen vom Ventilsitz 16 abgehoben, kann Kraftstoff aus dem Druckraum 9 über Axialkanäle 18, die von einem polygonförmig konturierten Führungsabschnitt 19 des Ventilelementes 10 gebildet sind an dem Ventilsitz 16 vorbei zur Düsenlochanordnung 17 und von dort aus in den nicht gezeigten Brennraum strömen.When the valve member 10 abuts the valve seat 16, i. is in a closed position, the fuel outlet from a nozzle hole arrangement 17 in the combustion chamber (not shown) of the internal combustion engine is locked. If, on the other hand, it is lifted off the valve seat 16, fuel can flow from the pressure chamber 9 via axial channels 18, which are formed by a polygonal contoured guide section 19 of the valve element 10, past the valve seat 16 to the nozzle hole arrangement 17 and from there into the combustion chamber (not shown).

Damit das Ventilelement 10 von seinem Ventilsitz 16 abhebt und sich in der Zeichnungsebene nach oben bewegt, muss der Kraftstoffdruck innerhalb der Steuerkammer 8 abgesenkt werden. Hierzu wird ein der Steuerkammer 8 zugeordnetes Steuerventil 20 (Servoventil), genauer ein Steuerkolben 21 des Steuerventils 20, von einer gezeigten ersten Schaltstellung in eine zweite Schaltstellung überführt, in dem der Steuerkolben 21 mit einer in der Zeichnungsebene unteren ebenen (flachen) Anlagefläche 22 auf eine erste, ebene (flache) Ventilsitzfläche 23 bewegt wird. Hierzu wird ein als Piezoaktor ausgebildeter Aktuator 24, der über einen Kopplerraum 25 hydraulisch mit dem Steuerkolben 21 gekoppelt ist, bestromt. Der Kopplerraum 25 dient dazu, temperaturschwankungsbedingte Längenänderungen des Aktuators 24 auszugleichen.So that the valve element 10 lifts off from its valve seat 16 and moves upward in the plane of the drawing, the fuel pressure within the control chamber 8 must be lowered. For this purpose, a control valve 20 associated with the control chamber 8 (servo valve), more precisely a control piston 21 of the control valve 20, transferred from a first switching position shown in a second switching position in which the control piston 21 with a plane lower in the drawing plane (flat) contact surface 22 a first, flat (flat) valve seat surface 23 is moved. For this purpose, a designed as a piezo actuator actuator 24, which is hydraulically coupled via a coupler 25 with the control piston 21, energized. The coupler space 25 serves to compensate for variations in the length of the actuator 24 caused by temperature fluctuations.

In der zweiten Schaltstellung, in der der Steuerkolben 21 mit seiner ebenen Anlagefläche 22 auf der ersten Ventilsitzfläche 23 aufliegt, ist die Steuerkammer 8 über einen Ablaufdrosselkanal 26 hydraulisch mit dem Niederdruckbereich 6 des Injektors 1 verbunden. Kraftstoff strömt über einen ersten Abschnitt 27a eines Zulaufkanals 27, der von der Hochdruckversorgungsleitung 2 (Hochdruckbereich) abgezweigt ist, über einen Zulaufdrosselkanal 28, der von dem Zulaufkanal 27 abgezweigt ist, in die Steuerkammer 8. Von dort aus strömt der Kraftstoff über den Ablaufdrosselkanal 26 in eine Ventilkammer 29 des Steuerventils 20 und von dort aus an einem halbkugelförmigen Abschnitt 30 des Steuerkolbens 21 vorbei in eine Zwischenkammer 31, in der ein stangenförmiger Abschnitt 32 des Steuerkolbens 21 aufgenommen ist. Aus der Zwischenkammer 31, die zum Niederdruckbereich 6 des Injektors 1 gehört, fließt der Kraftstoff weiter in den Vorratsbehälter 5. Dabei sind die Durchflussquerschnitte des Zulaufdrosselkanals 28 und des von der Steuerkammer 8 in die Ventilkammer 29 mündenden Ablaufdrosselkanals 26 derart aufeinander abgestimmt, dass ein Netto-Abfluss von Kraftstoff aus der Steuerkammer 8 resultiert, der Kraftstoffdruck in der Steuerkammer 8 also abnimmt und das Ventilelement 10 von seinem Ventilsitz 16 abhebt und den Kraftstofffluss aus dem Druckraum 9 (Hochdruckbereich) über die Düsenlochanordnung 17 in den Brennraum der Brennkraftmaschine freigibt.In the second switching position, in which the control piston 21 rests with its flat contact surface 22 on the first valve seat surface 23, the control chamber 8 is hydraulically connected via an outlet throttle 26 with the low pressure region 6 of the injector 1. Fuel flows via a first portion 27a of an inlet channel 27, which is branched off from the high-pressure supply line 2 (high-pressure region), via an inlet throttle channel 28, which is branched off from the inlet channel 27, into the control chamber 8. From there, the fuel flows via the outlet throttle channel 26 into a valve chamber 29 of the control valve 20 and from there to a hemispherical portion 30 of the control piston 21 passing into an intermediate chamber 31, in which a rod-shaped portion 32 of the control piston 21 is accommodated. From the intermediate chamber 31, which belongs to the low-pressure region 6 of the injector 1, the fuel flows further into the reservoir 5. In this case, the flow cross-sections of the inlet throttle channel 28 and the opening from the control chamber 8 into the valve chamber 29 outlet throttle 26 are coordinated such that a net Flow of Fuel from the control chamber 8 results, the fuel pressure in the control chamber 8 thus decreases and the valve element 10 lifts from its valve seat 16 and releases the fuel flow from the pressure chamber 9 (high pressure area) via the nozzle hole arrangement 17 in the combustion chamber of the internal combustion engine.

Soll nun der Einspritzvorgang beendet werden, d.h. das Ventilelement 10 auf seinen Ventilsitz 16 bewegt werden, so wird das Steuerventil 20 bzw. der Steuerkolben 21 von der zweiten Schaltstellung in die in Fig. 1 gezeigte erste Schaltstellung bewegt, in der der halbkugelförmige Abschnitt 30 des Steuerkolbens 21 mit seinem kugeligen Bereich an einer kreisringförmigen zweiten Ventilsitzfläche 33 anliegt, der der ebenen ersten Ventilsitzfläche 23 gegenüberliegt. Hierzu wird die Bestromung des Aktuators 24 unterbrochen, wodurch der Steuerkolben 21, unterstützt durch eine Feder 34 in der Zeichnungsebene nach oben an die zweite Ventilsitzfläche 33 des Steuerventils 20 bewegt wird. In dieser ersten Schaltstellung wird der Zulaufkanal 27 bzw. sein zweiter Abschnitt 27b, der in die ebene erste Ventilsitzfläche 23 mündet, freigegeben, so dass Kraftstoff aus der Hochdruckversorgungsleitung 2 über den Zulaufkanal 27 bzw. den ersten Abschnitt 27a und dem zweiten Abschnitt 27b in die Ventilkammer 29 strömen kann. Da die hydraulische Verbindung der Ventilkammer 29 zu dem Niederdruckbereich 6 des Injektors 1 unterbrochen ist, kann der in die Ventilkammer 29 nachströmende Kraftstoff nur über einen Rückfüllkanal 35 sowie den Ablaufdrosselkanal 26 in die Steuerkammer 8 strömen, wodurch der Druck in der Steuerkammer 8 rapide ansteigt und das Ventilelement 10 in der Zeichnungsebene nach unten axial auf seinen Ventilsitz 16 bewegt wird. Der Durchflussquerschnitt des Rückfüllkanals 35 ist größer als der Durchflussquerschnitt des Zulaufdrosselkanals 28 und der Durchflussquerschnitt des Ablaufdrosselkanals 26, der die Steuerkammer 8 dauerhaft hydraulisch mit der Ventilkammer 29 verbindet. Der Rückfüllkanal 35 mündet in die ebene erste Ventilsitzfläche 23 für den Steuerkolben 21 aus und ist in axialer Richtung bis in die Steuerkammer 8 geführt. Der Rückfüllkanal 35 wird gleichzeitig mit dem Zulaufkanal 27 mittels des Steuerventils 20 geschaltet und ist lediglich in der ersten Schaltstellung geöffnet. In der zweiten Schaltstellung, in der der halbkugelförmige Abschnitt 30 mit seiner ebenen Anlagefläche 22 an der ebenen ersten Ventilsitzfläche 23 anliegt, sind sowohl der zweite Abschnitt 27b des Zulaufkanals 27 als auch der Rückfüllkanal 35 gesperrt. In dieser zweiten Schaltstellung strömt lediglich Kraftstoff über den ersten Abschnitt 27a des Zulaufkanals 27 in den Zulaufdrosselkanal 28 und von dort aus in die Steuerkammer 8.If now the injection process to be terminated, ie the valve element 10 are moved to its valve seat 16, the control valve 20 and the control piston 21 from the second switching position in the in Fig. 1 shown moved first switching position in which the hemispherical portion 30 of the control piston 21 rests with its spherical portion on an annular second valve seat surface 33 which is opposite to the planar first valve seat surface 23. For this purpose, the energization of the actuator 24 is interrupted, whereby the control piston 21, supported by a spring 34 in the plane of the drawing up to the second valve seat surface 33 of the control valve 20 is moved. In this first switching position of the inlet channel 27 and its second portion 27 b, which opens into the planar first valve seat surface 23, released so that fuel from the high-pressure supply line 2 via the inlet channel 27 and the first portion 27 a and the second portion 27 b in the Valve chamber 29 can flow. Since the hydraulic connection of the valve chamber 29 is interrupted to the low pressure region 6 of the injector 1, the fuel flowing into the valve chamber 29 can flow into the control chamber 8 only via a Rückfüllkanal 35 and the outlet throttle channel 26, whereby the pressure in the control chamber 8 increases rapidly and the valve member 10 is moved axially downwardly on its valve seat 16 in the plane of the drawing. The flow cross-section of the Rückfüllkanals 35 is greater than the flow cross-section of the inlet throttle channel 28 and the flow area of the outlet throttle 26, which connects the control chamber 8 permanently hydraulically with the valve chamber 29. The Rückfüllkanal 35 opens into the flat first valve seat surface 23 for the control piston 21 and is guided in the axial direction into the control chamber 8. The Rückfüllkanal 35 is connected simultaneously with the inlet channel 27 by means of the control valve 20 and is open only in the first switching position. In the second switching position in which the hemispherical portion 30 rests with its planar contact surface 22 on the planar first valve seat surface 23, both the second portion 27b of the inlet channel 27 and the Rückfüllkanal 35 are locked. In this second switching position, only fuel flows via the first section 27a of the inlet channel 27 into the inlet throttle channel 28 and from there into the control chamber 8.

Es ist auch eine Ausführungsform realisierbar, bei der auf den Zulaufdrosselkanal 28 verzichtet wird. Ebenso ist eine Ausführungsform mit Zulaufdrosselkanal 28 realisierbar, bei der der Zulaufdrosselkanal 28 nicht von dem Zulaufkanal 27 abgezweigt ist, sondern beispielsweise unmittelbar aus dem Druckraum 9 in die Steuerkammer 8 geführt ist. Ebenso ist es denkbar, dass der Zulaufkanal 27 nicht aus der Hochdruckversorgungsleitung 2 innerhalb des Injektors 1, sondern aus dem Druckraum 9 abgezweigt ist.It is also an embodiment feasible, is dispensed with the inlet throttle channel 28. Likewise, an embodiment with inlet throttle channel 28 can be realized, in which the inlet throttle channel 28 is not branched off from the inlet channel 27, but is guided, for example, directly from the pressure chamber 9 into the control chamber 8. It is also conceivable that the inlet channel 27 is not branched off from the high pressure supply line 2 within the injector 1, but from the pressure chamber 9.

In Fig. 2 ist einen aus D1 bekannten Injektor gezeigt, wobei zur Vermeidung von Wiederholungen lediglich auf die Unterschiede zu dem bereits beschriebenen Ausführungsbeispiel eingegangen wird.In Fig. 2 is shown an injector known from D1, which is addressed to avoid repetition only to the differences from the already described embodiment.

Der Injektor 1 gemäß Fig. 2 weist ein als 3/2-Wege-Ventil ausgebildetes Steuerventil 20 auf. Zu erkennen ist, dass der Ablaufdrosselkanal 26 im Vergleich zu dem Ausführungsbeispiel gemäß Fig. 1 in einem Bereich, hydraulisch gesehen, hinter die Ventilsitzflächen 23, 33 des Steuerventils 20, also zwischen die Zwischenkammer 31 und dem Vorratsbehälter 5 angeordnet ist. Die Steuerkammer 8 ist folglich hydraulisch ausschließlich über den Rückfüllkanal 35 mit der Ventilkammer 29 verbunden. In der gezeigten zweiten Schaltstellung des Steuerventils, in der der halbkugelförmige Abschnitt 30 des Steuerkolbens 21 an der zweiten Ventilsitzfläche 33 des Steuerventils 20 anliegt, strömt der über den Zulaufkanal 27 in die Ventilkammer 29 strömende Kraftstoff ausschließlich über den Rückfüllkanal 35 in die Steuerkammer 8. Selbstverständlich strömt zu jeder Zeit auch Kraftstoff über den Zulaufdrosselkanal 28 in die Steuerkammer 8, wobei auch bei dem gezeigten Ausführungsbeispiel des Injektors 1 mit als 3/2-Wege-Ventil ausgebildetem Steuerventil 20 auf den Zulaufdrosselkanal 28 verzichtet werden oder dieser als von dem Zulaufkanal 27 vollständig getrennter Kanal ausgebildet werden kann.The injector 1 according to Fig. 2 has a designed as a 3/2-way valve control valve 20. It can be seen that the outlet throttle channel 26 in comparison to the embodiment according to Fig. 1 in an area, seen hydraulically, behind the valve seat surfaces 23, 33 of the control valve 20, that is arranged between the intermediate chamber 31 and the reservoir 5. The control chamber 8 is thus hydraulically connected exclusively via the Rückfüllkanal 35 with the valve chamber 29. In the illustrated second switching position of the control valve, in which the hemispherical portion 30 of the control piston 21 rests against the second valve seat surface 33 of the control valve 20, the fuel flowing via the inlet channel 27 into the valve chamber 29 flows exclusively via the backfill channel 35 into the control chamber 8 At any time, fuel also flows via the inlet throttle channel 28 into the control chamber 8, with the control valve 20 designed as a 3/2-way valve being omitted from the inlet throttle channel 28 in the illustrated embodiment of the injector 1, or completely removed from the inlet channel 27 separate channel can be formed.

In der ersten Schaltstellung, in der der Steuerkolben 21 bzw. der halbkugelförmige Abschnitt 30 mit seiner ebenen Anlagefläche 22 an der ebenfalls ebenen Ventilsitzfläche 23 anliegt, wird lediglich der Zulaufkanal 27 bzw. der zweite Abschnitt 27b des Zulaufkanals 27 gesperrt, so dass Kraftstoff aus der Steuerkammer 8 über den Rückfüllkanal 35, der die Steuerkammer 8 dauerhaft mit der Ventilkammer 29 verbindet, in die Zwischenkammer 31 strömt und von dort aus über den Ablaufdrosselkanal 26 in den Vorratsbehälter 5. Auch bei dem gezeigten Ausführungsbeispiel sind der Durchflussquerschnitt des Zulaufdrosselkanals 28 und der Durchflussquerschnitt des Ablaufdrosselkanals 26 derart aufeinander abgestimmt, dass bei in der ersten Schaltstellung befindlichem Steuerventil 20 ein Nettoabfluss von Kraftstoff aus der Steuerkammer 8 resultiert und folglich das Ventilelement 10 von seinem Ventilsitz 16 abhebt und den Kraftstofffluss in den Brennraum der Brennkraftmaschine freigibt.In the first switching position, in which the control piston 21 or the hemispherical portion 30 abuts with its planar contact surface 22 on the likewise flat valve seat surface 23, only the inlet channel 27 and the second portion 27 b of the inlet channel 27 is blocked, so that fuel from the Control chamber 8 via the backfill channel 35, which connects the control chamber 8 permanently with the valve chamber 29, flows into the intermediate chamber 31 and from there via the outlet throttle channel 26 into the reservoir 5. Also in the illustrated embodiment, the flow area of the inlet throttle channel 28 and the flow area of the outlet throttle channel 26 so matched to each other, that at befindlichem in the first switching position control valve 20, a net outflow of fuel from the control chamber 8 results and consequently lifts the valve element 10 from its valve seat 16 and releases the flow of fuel into the combustion chamber of the internal combustion engine.

Bei beiden gezeigten Injektoren ist der Durchflussquerschnitt des Rückfüllkanals 35, der in dem Ausführungsbeispiel gemäß Fig. 2 mit Abstand zu der ebenen ersten Ventilsitzfläche 23 in die Ventilkammer 29 mündet bzw. während des Rückfüllprozesses ausmündet, größer als der Durchflussquerschnitt des Ablaufdrosselkanals 26 und der Durchflussquerschnitt des Zulaufdrosselkanals 28, auf den fakultativ verzichtet werden kann.In both injectors shown, the flow cross-section of the Rückfüllkanals 35, which in the embodiment according to Fig. 2 at a distance from the first planar valve seat surface 23 opens into the valve chamber 29 and discharges during the Rückfüllprozesses, greater than the flow area of the outlet throttle 26 and the flow area of the inlet throttle channel 28, which can optionally be dispensed with.

Claims (4)

  1. Injector for injecting fuel into a combustion chamber of an internal combustion engine, in particular common rail injector, having a valve element (10) that can be adjusted, as a function of the fuel pressure in a control chamber (8), between a closed position and an open position in which the flow of fuel is enabled, and having a control valve (20) which is assigned to the control chamber (8) and which has a valve chamber (29), wherein, in a first switching position of the control valve (20), an inflow duct (27) that connects a high-pressure region to the valve chamber (29) is open, and in a second switching position, the control chamber (8) is connected to a low-pressure region of the injector via an outflow throttle duct (26) and the inflow duct (27) is blocked in the direction of the valve chamber (29), wherein the control chamber (8) is connected to the valve chamber (29) via a refilling duct (35), wherein the inflow duct (27) opens out into an at least approximately planar valve seat surface (23) of the control valve (20), against which valve seat surface a control valve piston (21) bears in the second switching position, wherein, in the second switching position of the control valve (20), the refilling duct (35) is blocked, and wherein the outflow throttle duct (26) hydraulically connects the control chamber (8) to the valve chamber (29), in particular permanently,
    characterized
    in that, in the first switching position of the control valve (20), the fuel flowing into the valve chamber (29) via the inflow duct (27) can flow onward through the refilling duct (35) into the control chamber (8), and in that an inflow throttle duct (28) is provided which connects the control chamber (8), in particular permanently, to the high-pressure region and which is preferably branched off from the inflow duct (27).
  2. Injector according to Claim 1,
    characterized
    in that the refilling duct (35) issues from the valve seat surface (23) of the control valve (8).
  3. Injector according to Claim 1 or 2,
    characterized
    in that the throughflow cross section of the inflow duct (27) and/or the throughflow cross section of the refilling duct (35) are/is larger than the throughflow cross section of the outflow throttle duct (26) and/or of the inflow throttle duct (28).
  4. Injector according to one of the preceding claims,
    characterized
    in that an actuator (24) for actuating the control valve (20) is a piezo actuator.
EP20080104410 2007-07-24 2008-06-13 Injector Not-in-force EP2019198B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200710034318 DE102007034318A1 (en) 2007-07-24 2007-07-24 injector

Publications (3)

Publication Number Publication Date
EP2019198A2 EP2019198A2 (en) 2009-01-28
EP2019198A3 EP2019198A3 (en) 2009-09-30
EP2019198B1 true EP2019198B1 (en) 2014-04-16

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Application Number Title Priority Date Filing Date
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DE (1) DE102007034318A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012223259A1 (en) * 2012-12-14 2014-06-18 Robert Bosch Gmbh Fuel injection valve
DE102013206383A1 (en) * 2013-04-11 2014-10-16 Robert Bosch Gmbh Fuel injection valve for internal combustion engines

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10131640A1 (en) 2001-06-29 2003-01-16 Bosch Gmbh Robert Fuel injector with injection course shaping through switchable throttle elements
DE10254749A1 (en) * 2002-11-23 2004-06-17 Robert Bosch Gmbh Fuel injection device with a 3/3-way control valve for injection course shaping
DE10335211A1 (en) * 2003-08-01 2005-02-17 Robert Bosch Gmbh Fuel injection device for an internal combustion engine
DE10353169A1 (en) 2003-11-14 2005-06-16 Robert Bosch Gmbh Injector for injecting fuel into combustion chambers of internal combustion engines, in particular piezo-controlled common rail injector
DE102004015744A1 (en) 2004-03-31 2005-10-13 Robert Bosch Gmbh Common rail injector
DE102005010453A1 (en) * 2005-03-08 2006-09-14 Robert Bosch Gmbh Fuel injection valve for internal combustion engines

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Publication number Publication date
EP2019198A3 (en) 2009-09-30
EP2019198A2 (en) 2009-01-28
DE102007034318A1 (en) 2009-01-29

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