EP2283226B1 - Fuel injection valve for internal combustion engines - Google Patents

Fuel injection valve for internal combustion engines Download PDF

Info

Publication number
EP2283226B1
EP2283226B1 EP09733848.7A EP09733848A EP2283226B1 EP 2283226 B1 EP2283226 B1 EP 2283226B1 EP 09733848 A EP09733848 A EP 09733848A EP 2283226 B1 EP2283226 B1 EP 2283226B1
Authority
EP
European Patent Office
Prior art keywords
control valve
chamber
pressure
control
fuel injection
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.)
Active
Application number
EP09733848.7A
Other languages
German (de)
French (fr)
Other versions
EP2283226A1 (en
Inventor
Andreas Gruenberger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2283226A1 publication Critical patent/EP2283226A1/en
Application granted granted Critical
Publication of EP2283226B1 publication Critical patent/EP2283226B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F02M63/0035—Poppet valves, i.e. having a mushroom-shaped valve member that moves perpendicularly to the plane of the valve seat
    • 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
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0073—Pressure balanced valves

Definitions

  • the invention relates to a fuel injection valve for internal combustion engines, as it is used for fuel injection into the combustion chamber of an internal combustion engine.
  • Fuel injection valves as are preferably used for fuel injection directly into the combustion chamber of an internal combustion engine, have long been known from the prior art.
  • compressed fuel is made available in a so-called rail by means of a high-pressure pump and injected by means of injectors into the respective combustion chambers of an internal combustion engine.
  • the injection is controlled by means of a nozzle needle, which performs a longitudinal movement and thereby opens and closes one or more injection openings. Since it is not useful or not possible to move the nozzle needle directly by an electric actuator, in particular in the injection of fuel under high pressure, hydraulic forces exerted by the compressed fuel from the nozzle needle, used for driving.
  • a control chamber is formed in the fuel injection valve, whose force acts directly or indirectly on the nozzle needle and thereby presses against a nozzle seat, so that the nozzle needle closes the injection openings.
  • the fuel pressure in the control chamber is influenced by means of a control valve, wherein the control chamber is alternately connected to a leakage oil chamber in which a low pressure prevails, or this connection is made by the control valve interrupted.
  • a fuel injection valve is known which has such a control valve.
  • the control valve is designed here as a so-called 3/2-way valve and controls the connection of the control chamber on the one hand to the high pressure source, from which the compressed fuel is supplied to the injection valve, and on the other hand to a low pressure having leakage oil space.
  • the control valve has a control valve member, which can be moved by means of an electrical actuator, such as a magnet or a piezoelectric actuator, within the control valve chamber and thus cooperates with a first control valve seat and a second control valve seat. If the control valve member is in contact with the first control valve seat, the connection of the control valve chamber to the leakage oil space or to a leakage connection which has a connection to a low-pressure region is closed. Since both the outlet throttle, which opens from the control chamber of the nozzle needle into the control valve chamber, and the bypass throttle, which connects the high-pressure channel with the control channel, open into the control valve chamber, there is a connection of the high-pressure channel to the control chamber via the outlet throttle.
  • an electrical actuator such as a magnet or a piezoelectric actuator
  • the control valve member If the pressure in the control chamber is to be lowered, the control valve member is moved away from the first control valve seat into contact with the second control valve seat by means of the electrical actuator. Thereby, the connection of the control valve chamber is opened to the leakage oil chamber, while the bypass throttle, which connects the high pressure passage to the control valve chamber, is closed.
  • the resulting connection of the outlet throttle of the control chamber via the control valve chamber to the leakage oil space leads to a drainage of the fuel pressure in the control chamber and thus there to a corresponding pressure reduction, which leads to a lowering of the closing pressure on the nozzle needle and finally to a movement of the nozzle needle away from Nozzle seat and to release the injection openings.
  • a very similar working control valve is also out of the WO 2006/067015 A1 known that works in substantially the same way.
  • the control valve member is also surrounded by the fuel pressure of the control valve chamber and thus acted on all sides by the fuel pressure of the control valve chamber.
  • the control valve operates as described above in such a way that the control valve member is initially in contact with the first control valve seat and by a electrical actuator is moved into the control valve chamber until it comes to rest on the second control valve seat. In this case, the control valve member must be moved away from the first control valve seat against the fuel pressure in the control valve chamber. Since in the control valve chamber initially at least approximately the pressure prevails in the control chamber of the nozzle needle, which in turn corresponds approximately to the supplied fuel high pressure, this force is quite high, which requires a correspondingly strong actuator with a correspondingly high performance.
  • WO2009 / 080414 describes a control valve member which is surrounded by the pressure located in the control chamber and is formed so that the control valve member is largely balanced by the pressure in the control chamber in the closed state but also in the open or partially open state.
  • control valves have the disadvantage that the control valve member is biased with a strong spring against the first control valve seat. This is necessary to ensure reliable closing of the control valve, even if the hydraulic forces on the control valve member change greatly due to the movement of the control valve member in the control valve space.
  • a very strong closing spring has the disadvantage that the control valve member is pressed by the very strong spring against the first control valve seat even at relatively low injection pressures, that is, when in the control valve chamber only a small fuel pressure is applied. This leads to unnecessarily high wear on the first control valve seat, which can adversely affect the life of the fuel injection valve.
  • the fuel injection valve according to the invention with the features of claim 1 has the advantage that a fast and reliable switching of the injection by means of a control valve is made possible and thus a better quality injection and a longer life of the injector.
  • the control valve member which is located in the control valve chamber, designed so that no resultant hydraulic force is exerted in the direction of the longitudinal movement of the control valve member by the pressure in the control chamber.
  • the control valve member if it is in contact with the first control valve seat, that is, in its closed position with respect to the leakage oil space, actually or practically force balanced. This makes it possible to move by means of a relatively weak actuator, the control valve member quickly in the control valve chamber and perform very fast switching operations.
  • control valve member Since the control valve member is practically balanced, it is sufficient Also sufficient is a relatively weak closing spring, which ensures that the control valve member in the absence of further forces, in particular when the electric actuator with which the control valve member is moved, is turned off, in its closing the leakage oil space against the control valve chamber position at the first control valve seat ,
  • the control valve member is piston-shaped and acts to open and close a connection of the control valve chamber with the leakage oil space with a first control valve seat.
  • the control valve member is guided at its end remote from the control valve seat in a sleeve. It is ensured by the sleeve that the end of the control valve member opposite the first control valve seat is not acted upon by the fuel pressure of the control valve chamber, but next to the outer surfaces of the control valve member only the region with which the control valve member cooperates with the first control valve seat.
  • a low pressure chamber which is always depressurized.
  • the low pressure space is connected to the leakage oil space in which there is always a low pressure.
  • the spring with which the control valve member is pressed against the first control valve seat, is advantageously arranged between the sleeve and the control valve member under compressive bias, so that on the one hand the control valve member is pressed against the first control valve seat and on the other hand, the sleeve to the first control valve seat opposite wall of the control valve chamber ,
  • control valve member is bolt-shaped and has a blind bore, which of the first control valve seat opposite end of the control valve member, ie the first control valve seat is opposite open.
  • an inner sleeve is arranged sealingly, so that a low-pressure space is limited by the control valve member and the inner sleeve, which in turn is advantageously connected via a running in the inner sleeve longitudinal bore with a low-pressure chamber, preferably the leakage oil space.
  • the closing spring in the interior of the low pressure space, ie between the inner guide sleeve and the control valve member are arranged under pressure bias, so that the closing spring is not acted upon directly by the fuel pressure of the control valve chamber.
  • control valve space can be connected to the fuel-high-pressure-carrying region of the fuel injection valve via a bypass throttle.
  • the bypass throttle is arranged so that when the control valve member slides from the first control valve seat into the second control valve seat, it is closed, while when the control valve member is in contact with the first control valve seat, the bypass throttle for a rapid pressure build-up in Control valve chamber and thus also in the control chamber of the nozzle needle ensures.
  • FIG. 1 shows a non-inventive fuel injection valve 1 in longitudinal section.
  • the fuel injection valve 1 has a holding body 2, a valve body 4, a throttle plate 6, and a nozzle body 8 abutting each other in this order.
  • the components are pressed against each other by a clamping nut 9, which is supported on a shoulder of the nozzle body 8 and is held by a thread on the holding body 2.
  • a pressure chamber 14 is formed, in which a piston-shaped nozzle needle 10 is arranged longitudinally displaceable.
  • the nozzle needle 10 has at its end facing the combustion chamber on a sealing surface 11, with which it cooperates with a nozzle seat 13 which is formed at the combustion chamber end of the pressure chamber 14.
  • nozzle seat 13 From the nozzle seat 13 go from one or more injection ports 12, which open in installation position of the fuel injection valve 1 directly into a combustion chamber of an internal combustion engine.
  • the nozzle needle 10 is guided in a middle section in the pressure chamber 14, wherein the fuel is passed through a plurality of bevels 15 to the injection openings 12.
  • the nozzle needle 10 is guided at its end remote from the valve seat in a sleeve 22, wherein the sleeve 22 by a closing spring 18, which surrounds the nozzle needle 10 and the sleeve 22 is supported on a shoulder 16, pressed against the throttle plate 6.
  • a control chamber 20 is limited, which is filled with fuel, so that by the pressure in the control chamber 20, a hydraulic force is exerted on the valve seat facing away from the end of the nozzle needle 10 and a force in the direction of the nozzle seat 13 on the nozzle needle 10 exerts.
  • an inlet channel 25 is formed, is passed through the compressed fuel under high pressure from a high-pressure fuel source in the pressure chamber 14.
  • the inlet channel 25 is connected to the control chamber 20 via a running in the throttle plate 6 inlet throttle 40. With a certain time delay so always the same fuel pressure between the high-pressure passage 25 and the control chamber 20 a.
  • a control valve 30 is provided in the valve body 4, wherein the control valve 30 has a control valve chamber 31 which is formed as a cavity in the valve body 4.
  • the control valve chamber 31 is connected via an outlet throttle 42, which is formed in the throttle plate 6, with the control chamber 20 in the nozzle body 8.
  • a control valve member 34 is arranged longitudinally displaceable, wherein the control valve member 34 has a piston-shaped shape and at its end facing away from the throttle plate 6 a mushroom-shaped extension on which a sealing surface 52 is formed, with which the control valve member 34 cooperates with a first control valve seat 37, which is formed on the inside of the control valve chamber 31.
  • the control valve member 34 is guided at its end remote from the first control valve seat 37 in a sleeve 36 which is supported at one end to the throttle plate 6 and between the and the control valve member 34, a spring 38 is arranged under compressive prestress.
  • a spring 38 is arranged under compressive prestress.
  • the control valve member 34 is pressed against the first control valve seat 37 and the other hand, the sleeve 36 against the throttle plate 6.
  • the movement of the control valve member 34 in the control valve chamber 31 via a piston 32 which is arranged in the holding body 2 and by an electrical actuator in its longitudinal direction is movable, for example by an electromagnet or a piezoelectric actuator.
  • the piston 32 is in this case in a leakage oil chamber 23, which is always depressurized and has a low fuel pressure.
  • the leakage oil drain 45 may in this case represent, for example, a connection with the leakage oil space 23.
  • the operation of the fuel injection valve is as follows: At the beginning of the injection, the control valve member 34 is driven by the spring 38 in contact with the first control valve seat 37.
  • the control valve chamber 31 via the outlet throttle 42 with the control chamber 20 and this in turn via the inlet throttle 40 with the High-pressure channel 25 connected so that both in the control room 20 as well as in the control valve chamber 31, a high fuel pressure, as it also prevails in the inlet channel 25 adjusts.
  • the low pressure space 54 is without pressure or only a very small, so that only slight forces are exerted on the control valve member 34 by the pressure in the low pressure space 54.
  • the control valve member 34 has on its sealing surface 52 a sealing edge 50, with which the control valve member 34 rests against the first control valve seat 37.
  • the diameter of the sealing edge 50 corresponds to the diameter of the control valve member 34 in the portion which is guided in the sleeve 36. Since the fuel pressure of the control valve chamber 31 acts only on the part of the sealing surface 52 which is radially outward to the sealing edge 50, this hydraulic force is compensated by a corresponding counterforce on the underside of the mushroom-shaped extension of the control valve member 34, so that the control valve member 34 through the Fuel pressure in the control valve chamber 31 undergoes no acting in the direction of its longitudinal movement resulting hydraulic force and is thus force-balanced.
  • FIG. 3 is in the same representation as FIG. 2 an embodiment according to the invention of the control valve 30 'is shown, wherein like parts are given the same reference numerals and a detailed description of the parts which are identical to those in FIG. 2 , here is omitted.
  • the control valve piston 34 ' has in this embodiment, a blind bore 33, the open end of the first control valve seat 37 is remote.
  • an inner sleeve 48 is arranged, which has a longitudinal channel 49 which extends through the entire length of the inner sleeve 48.
  • a spring 38 ' is arranged.
  • the spring 38 ' is arranged under pressure bias and ensures that the inner sleeve 48 is pressed against the throttle plate 6, ie against the second control valve seat 39 and on the other hand, the control valve member 34' against the first control valve seat 37.
  • About the longitudinal bore 49 is the low-pressure space 54th 'Connected to a drain 45, so that the interior of the control valve member 34', ie the low-pressure chamber 54 ', are always depressurized.
  • the sealing edge 50 of the control valve member 34' is formed so that it has the same diameter as the inner sleeve 48.
  • the closed state of the control valve 30 ' that is, when the control valve member 34' in Appendix at first Control valve seat 37 is applied, only the radially outer part of the sealing surface 52 'from the fuel pressure in the control valve chamber 31, which causes a resultant hydraulic force in the direction of the second control valve seat 39.
  • the surface of the control valve member 34 ' is also acted upon by the fuel pressure in the control valve chamber 31, which faces the second control valve seat 39, so that both compensate for hydraulic forces and the control valve member 34' is force-balanced.
  • control valve 30 ' is identical to the in FIG. 2 shown fuel injection valve except for the bypass throttle 43, which is additionally provided in the throttle plate 6.
  • the bypass throttle 43 connects the pressure chamber 14 with the control valve chamber 31, wherein the bypass throttle 43 so opens into the control valve chamber 31 that it is closed by the control valve member 34 'when it is in contact with the second control valve seat 39.
  • FIG. 4 5 shows another control valve 30 "not according to the invention, which is diagrammatic and differs from the control valve of FIG. 2 in that the low-pressure space 54 is not relieved of pressure via a leakage oil outlet 45 formed in the throttle disk 6, but via a longitudinal channel 46 extending in the control valve member 34 and a transverse channel 47 which finally cuts into an annular space 55 which relieves pressure via a leakage oil connection 56 is the annulus 55 is located downstream of the first control valve seat 37 ', so that overall a simpler construction is given as by an additional leakage drain 45 in the throttle plate 6, which must be connected via an additional channel in the valve body 4 with the leakage oil space 23.

Description

Die Erfindung betrifft ein Kraftstoffeinspritzventil für Brennkraftmaschinen, wie es zur Kraftstoffeinspritzung in den Brennraum einer Brennkraftmaschine verwendet wird.The invention relates to a fuel injection valve for internal combustion engines, as it is used for fuel injection into the combustion chamber of an internal combustion engine.

Stand der TechnikState of the art

Kraftstoffeinspritzventile, wie sie vorzugsweise zur Kraftstoffeinspritzung direkt in den Brennraum einer Brennkraftmaschine verwendet werden, sind seit langer Zeit aus dem Stand der Technik bekannt. Bei Einspritzsystemen, die nach dem sogenannten Common-Rail-Prinzip arbeiten, wird mittels einer Hochdruckpumpe verdichteter Kraftstoff in einem sogenannten Rail zur Verfügung gestellt und mittels Injektoren in die jeweiligen Brennräume einer Brennkraftmaschine eingespritzt. Die Einspritzung wird mittels einer Düsennadel angesteuert, die eine Längsbewegung ausführt und dadurch eine oder mehrere Einspritzöffnungen öffnet und schließt. Da es insbesondere bei der Einspritzung von Kraftstoff unter hohem Druck nicht sinnvoll oder nicht möglich ist, die Düsennadel direkt durch einen elektrischen Aktor zu bewegen, werden hydraulische Kräfte, die der verdichtete Kraftstoff aus die Düsennadel ausübt, zur Ansteuerung verwendet. Hierzu ist im Kraftstoffeinspritzventil ein Steuerraum ausgebildet, dessen Kraft direkt oder indirekt auf die Düsennadel wirkt und sie dadurch gegen einen Düsensitz presst, so dass die Düsennadel die Einspritzöffnungen verschließt. Durch Änderung des Drucks im Steuerraum und damit der Schließkraft auf die Düsennadel kann die Längsbewegung der Düsennadel gezielt gesteuert werden.Fuel injection valves, as are preferably used for fuel injection directly into the combustion chamber of an internal combustion engine, have long been known from the prior art. In injection systems which operate according to the so-called common rail principle, compressed fuel is made available in a so-called rail by means of a high-pressure pump and injected by means of injectors into the respective combustion chambers of an internal combustion engine. The injection is controlled by means of a nozzle needle, which performs a longitudinal movement and thereby opens and closes one or more injection openings. Since it is not useful or not possible to move the nozzle needle directly by an electric actuator, in particular in the injection of fuel under high pressure, hydraulic forces exerted by the compressed fuel from the nozzle needle, used for driving. For this purpose, a control chamber is formed in the fuel injection valve, whose force acts directly or indirectly on the nozzle needle and thereby presses against a nozzle seat, so that the nozzle needle closes the injection openings. By changing the pressure in the control chamber and thus the closing force on the nozzle needle, the longitudinal movement of the nozzle needle can be controlled specifically.

Der Kraftstoffdruck im Steuerraum wird mittels eines Steuerventils beeinflusst, wobei der Steuerraum abwechselnd mit einem Leckölraum, in dem ein niedriger Druck herrscht, verbunden wird oder diese Verbindung wird durch das Steuerventil unterbrochen. Aus der DE 10 2004 030 445 A1 ist ein Kraftstoffeinspritzventil bekannt, das ein solches Steuerventil aufweist. Das Steuerventil ist hier als sogenanntes 3/2-Wege-Ventil ausgeführt und steuert die Verbindung des Steuerraums einerseits zur Hochdruckquelle, aus der der verdichtete Kraftstoff dem Einspritzventil zugeführt wird, und andererseits zu einem Niederdruck aufweisenden Leckölraum. Das Steuerventil weist ein Steuerventilglied auf, das mittels eines elektrischen Aktors, beispielsweise einem Magnet oder einem Piezoaktor, innerhalb des Steuerventilraums bewegt werden kann und so mit einem ersten Steuerventilsitz und einem zweiten Steuerventilsitz zusammenwirkt. Befindet sich das Steuerventilglied in Anlage am ersten Steuerventilsitz, so wird die Verbindung des Steuerventilraums zum Leckölraum bzw. zu einem Leckageanschluss, der eine Verbindung zu einem Niederdruckbereich aufweist, geschlossen. Da sowohl die Ablaufdrossel, die vom Steuerraum der Düsennadel in den Steuerventilraum mündet, als auch die Bypass-Drossel, die den Hochdruckkanal mit dem Steuerkanal verbindet, in den Steuerventilraum münden, ergibt sich eine Verbindung des Hochdruckkanals zum Steuerraum über die Ablaufdrossel.The fuel pressure in the control chamber is influenced by means of a control valve, wherein the control chamber is alternately connected to a leakage oil chamber in which a low pressure prevails, or this connection is made by the control valve interrupted. From the DE 10 2004 030 445 A1 a fuel injection valve is known which has such a control valve. The control valve is designed here as a so-called 3/2-way valve and controls the connection of the control chamber on the one hand to the high pressure source, from which the compressed fuel is supplied to the injection valve, and on the other hand to a low pressure having leakage oil space. The control valve has a control valve member, which can be moved by means of an electrical actuator, such as a magnet or a piezoelectric actuator, within the control valve chamber and thus cooperates with a first control valve seat and a second control valve seat. If the control valve member is in contact with the first control valve seat, the connection of the control valve chamber to the leakage oil space or to a leakage connection which has a connection to a low-pressure region is closed. Since both the outlet throttle, which opens from the control chamber of the nozzle needle into the control valve chamber, and the bypass throttle, which connects the high-pressure channel with the control channel, open into the control valve chamber, there is a connection of the high-pressure channel to the control chamber via the outlet throttle.

Soll der Druck im Steuerraum abgesenkt werden, so wird mittels des elektrischen Aktors das Steuerventilglied weg vom ersten Steuerventilsitz in Anlage an den zweiten Steuerventilsitz bewegt. Dadurch wird die Verbindung des Steuerventilraums zum Leckölraum geöffnet, während gleichzeitig die Bypass-Drossel, die den Hochdruckkanal mit dem Steuerventilraum verbindet, geschlossen wird. Die sich dadurch ergebende Verbindung von der Ablaufdrossel des Steuerraums über den Steuerventilraum zum Leckölraum führt zu einem Abfluss des Kraftstoffdrucks im Steuerraum und damit dort zu einer entsprechenden Drucksenkung, was zu einer Erniedrigung des Schließdrucks auf die Düsennadel führt und schließlich zu einer Bewegung der Düsennadel weg vom Düsensitz und zur Freigabe der Einspritzöffnungen.If the pressure in the control chamber is to be lowered, the control valve member is moved away from the first control valve seat into contact with the second control valve seat by means of the electrical actuator. Thereby, the connection of the control valve chamber is opened to the leakage oil chamber, while the bypass throttle, which connects the high pressure passage to the control valve chamber, is closed. The resulting connection of the outlet throttle of the control chamber via the control valve chamber to the leakage oil space leads to a drainage of the fuel pressure in the control chamber and thus there to a corresponding pressure reduction, which leads to a lowering of the closing pressure on the nozzle needle and finally to a movement of the nozzle needle away from Nozzle seat and to release the injection openings.

Ein ganz ähnlich arbeitendes Steuerventil ist darüber hinaus aus der WO 2006/067015 A1 bekannt, das im Wesentlichen in gleicher Weise arbeitet. Das Steuerventilglied ist auch hier vom Kraftstoffdruck des Steuerventilraums umgegeben und damit allseitig vom Kraftstoffdruck des Steuerventilraums beaufschlagt. Das Steuerventil arbeitet wie oben beschrieben in der Weise, dass das Steuerventilglied anfangs in Anlage am ersten Steuerventilsitz ist und durch einen elektrischen Aktor in den Steuerventilraum hineinbewegt wird, bis es zur Anlage am zweiten Steuerventilsitz gelangt. Hierbei muss das Steuerventilglied vom ersten Steuerventilsitz weg gegen den Kraftstoffdruck im Steuerventilraum bewegt werden. Da im Steuerventilraum anfangs zumindest annähernd der Druck im Steuerraum der Düsennadel herrscht, der wiederum in etwa dem zugeführten Kraftstoffhochdruck entspricht, ist diese Kraft recht hoch, was einen entsprechend kräftigen Aktor mit entsprechend hoher Leistung voraussetzt.A very similar working control valve is also out of the WO 2006/067015 A1 known that works in substantially the same way. The control valve member is also surrounded by the fuel pressure of the control valve chamber and thus acted on all sides by the fuel pressure of the control valve chamber. The control valve operates as described above in such a way that the control valve member is initially in contact with the first control valve seat and by a electrical actuator is moved into the control valve chamber until it comes to rest on the second control valve seat. In this case, the control valve member must be moved away from the first control valve seat against the fuel pressure in the control valve chamber. Since in the control valve chamber initially at least approximately the pressure prevails in the control chamber of the nozzle needle, which in turn corresponds approximately to the supplied fuel high pressure, this force is quite high, which requires a correspondingly strong actuator with a correspondingly high performance.

WO2009/080414 beschreibt ein Steuerventilglied, welches vom im Steuerraum befindlichen Druck umgeben ist und so ausgebildet ist, daß das Steuerventilglied durch den Druck im Steuerraum im geschlossen Zustand aber auch im geöffneten bzw. teilgeöffneten Zustand weitestgehend kraftausgeglichen ist. WO2009 / 080414 describes a control valve member which is surrounded by the pressure located in the control chamber and is formed so that the control valve member is largely balanced by the pressure in the control chamber in the closed state but also in the open or partially open state.

Darüber hinaus weisen die bekannten Steuerventile den Nachteil auf, dass das Steuerventilglied mit einer starken Feder gegen den ersten Steuerventilsitz vorgespannt ist. Dies ist notwendig, um ein zuverlässiges Schließen des Steuerventils sicherzustellen, auch dann, wenn sich durch die Bewegung des Steuerventilglieds im Steuerventilraum die hydraulischen Kräfte auf das Steuerventilglied stark ändern. Eine sehr stark ausgebildete Schließfeder weist jedoch den Nachteil auf, dass das Steuerventilglied auch bei relativ geringen Einspritzdrücken, also dann, wenn im Steuerventilraum nur ein geringer Kraftstoffdruck anliegt, durch die sehr starke Feder gegen den ersten Steuerventilsitz gedrückt wird. Dies führt zu einem unnötig hohen Verschleiß am ersten Steuerventilsitz, was die Lebensdauer des Kraftstoffeinspritzventils nachteilig beeinflussen kann.In addition, the known control valves have the disadvantage that the control valve member is biased with a strong spring against the first control valve seat. This is necessary to ensure reliable closing of the control valve, even if the hydraulic forces on the control valve member change greatly due to the movement of the control valve member in the control valve space. However, a very strong closing spring has the disadvantage that the control valve member is pressed by the very strong spring against the first control valve seat even at relatively low injection pressures, that is, when in the control valve chamber only a small fuel pressure is applied. This leads to unnecessarily high wear on the first control valve seat, which can adversely affect the life of the fuel injection valve.

Vorteile der ErfindungAdvantages of the invention

Das erfindungsgemäße Kraftstoffeinspritzventil mit den Merkmalen des Patentanspruchs 1 weist demgegenüber den Vorteil auf, dass ein schnelles und zuverlässiges Schalten der Einspritzung mittels eines Steuerventils ermöglicht wird und damit eine qualitativ bessere Einspritzung und eine längere Lebensdauer des Einspritzventils. Hierzu ist das Steuerventilglied, das sich im Steuerventilraum befindet, so ausgebildet, dass durch den Druck im Steuerraum keine resultierende hydraulische Kraft in Richtung der Längsbewegung des Steuerventilglieds ausgeübt wird. Durch diese Ausgestaltung ist das Steuerventilglied, wenn es sich in Anlage am ersten Steuerventilsitz befindet, also in seiner Schließstellung bezüglich des Leckölraums, tatsächlich oder praktisch kraftausgeglichen. Dies ermöglicht es, mittels eines relativ schwachen Aktors das Steuerventilglied rasch im Steuerventilraum zu bewegen und sehr schnelle Schaltvorgänge durchzuführen. Da das Steuerventilglied praktisch kraftausgeglichen ist, genügt auch genügt auch eine relativ schwache Schließfeder, die dafür sorgt, dass das Steuerventilglied beim Fehlen weiterer Kräfte, insbesondere dann, wenn der elektrische Aktor, mit dem das Steuerventilglied bewegt wird, ausgeschaltet ist, in seiner den Leckölraum gegen den Steuerventilraum verschließenden Stellung am ersten Steuerventilsitz verbleibt.The fuel injection valve according to the invention with the features of claim 1 has the advantage that a fast and reliable switching of the injection by means of a control valve is made possible and thus a better quality injection and a longer life of the injector. For this purpose, the control valve member, which is located in the control valve chamber, designed so that no resultant hydraulic force is exerted in the direction of the longitudinal movement of the control valve member by the pressure in the control chamber. With this configuration, the control valve member, if it is in contact with the first control valve seat, that is, in its closed position with respect to the leakage oil space, actually or practically force balanced. This makes it possible to move by means of a relatively weak actuator, the control valve member quickly in the control valve chamber and perform very fast switching operations. Since the control valve member is practically balanced, it is sufficient Also sufficient is a relatively weak closing spring, which ensures that the control valve member in the absence of further forces, in particular when the electric actuator with which the control valve member is moved, is turned off, in its closing the leakage oil space against the control valve chamber position at the first control valve seat ,

In einer ersten nicht erfindungsgemäßen Ausgestaltung ist das Steuerventilglied kolbenförmig ausgebildet und wirkt zum Öffnen und Schließen einer Verbindung des Steuerventilraums mit dem Leckölraum mit einem ersten Steuerventilsitz zusammen. Hierbei ist das Steuerventilglied an seinem dem Steuerventilsitz abgewandten Ende in einer Hülse geführt. Durch die Hülse ist sichergestellt, dass das dem ersten Steuerventilsitz entgegengesetzte Ende des Steuerventilglieds nicht vom Kraftstoffdruck des Steuerventilraums beaufschlagt wird, sondern neben den Außenflächen des Steuerventilglieds nur der Bereich, mit dem das Steuerventilglied mit dem ersten Steuerventilsitz zusammenwirkt. Ist der Durchmesser des Steuerventilglieds in dem Bereich, der in der Hülse geführt ist, gleich groß wie der Durchmesser des Sitzbereichs im Bereich des ersten Steuerventilsitzes, so wirken dann, wenn das Steuerventilglied in Anlage am ersten Steuerventilsitz ist, keine resultierenden hydraulischen Kräfte auf das Steuerventilglied, so dass es kraftausgeglichen ist.In a first non-inventive embodiment, the control valve member is piston-shaped and acts to open and close a connection of the control valve chamber with the leakage oil space with a first control valve seat. Here, the control valve member is guided at its end remote from the control valve seat in a sleeve. It is ensured by the sleeve that the end of the control valve member opposite the first control valve seat is not acted upon by the fuel pressure of the control valve chamber, but next to the outer surfaces of the control valve member only the region with which the control valve member cooperates with the first control valve seat. If the diameter of the control valve member in the area which is guided in the sleeve, equal to the diameter of the seat portion in the region of the first control valve seat, then when the control valve member is in contact with the first control valve seat, no resultant hydraulic forces act on the control valve member so that it is force balanced.

Um die Beweglichkeit des Steuerventilglieds sicherzustellen ist der Raum, der von der Hülse und dem Steuerventilglied begrenzt wird, ein Niederdruckraum, der stets druckentlastet ist. Vorteilhafterweise ist hierbei der Niederdruckraum mit dem Leckölraum verbunden, in dem stets ein niedriger Druck herrscht.To ensure the mobility of the control valve member is the space which is bounded by the sleeve and the control valve member, a low pressure chamber, which is always depressurized. Advantageously, in this case the low pressure space is connected to the leakage oil space in which there is always a low pressure.

Die Feder, mit der das Steuerventilglied gegen den ersten Steuerventilsitz gepresst wird, ist vorteilhafterweise zwischen der Hülse und dem Steuerventilglied unter Druckvorspannung angeordnet, so dass einerseits das Steuerventilglied gegen den ersten Steuerventilsitz gedrückt wird und andererseits die Hülse an die dem ersten Steuerventilsitz entgegengesetzte Wandung des Steuerventilraums.The spring, with which the control valve member is pressed against the first control valve seat, is advantageously arranged between the sleeve and the control valve member under compressive bias, so that on the one hand the control valve member is pressed against the first control valve seat and on the other hand, the sleeve to the first control valve seat opposite wall of the control valve chamber ,

In einer weiteren vorteilhaften Ausgestaltung ist das Steuerventilglied bolzenförmig ausgebildet und weist eine Blindbohrung auf, die von dem dem ersten Steuerventilsitz entgegengesetzten Ende des Steuerventilglieds ausgeht, also dem ersten Steuerventilsitz entgegengesetzt offen ist. In der Blindbohrung ist eine Innenhülse dichtend angeordnet, so dass durch das Steuerventilglied und die Innenhülse ein Niederdruckraum begrenzt wird, der wiederum vorteilhafterweise über eine in der Innenhülse verlaufende Längsbohrung mit einem Niederdruckraum verbunden ist, vorzugsweise dem Leckölraum. Bei dieser Anordnung kann die Schließfeder in das Innere des Niederdruckraums, also zwischen die innere Führungshülse und das Steuerventilglied, unter Druckvorspannung angeordnet werden, so dass die Schließfeder nicht vom Kraftstoffdruck des Steuerventilraums direkt beaufschlagt wird.In a further advantageous embodiment, the control valve member is bolt-shaped and has a blind bore, which of the first control valve seat opposite end of the control valve member, ie the first control valve seat is opposite open. In the blind bore an inner sleeve is arranged sealingly, so that a low-pressure space is limited by the control valve member and the inner sleeve, which in turn is advantageously connected via a running in the inner sleeve longitudinal bore with a low-pressure chamber, preferably the leakage oil space. In this arrangement, the closing spring in the interior of the low pressure space, ie between the inner guide sleeve and the control valve member, are arranged under pressure bias, so that the closing spring is not acted upon directly by the fuel pressure of the control valve chamber.

In einer weiteren nicht erfindungsgemäßen Ausgestaltung ist der Steuerventilraum mit dem kraftstoffhochdruckführenden Bereich des Kraftstoffeinspritzventils über eine Bypass-Drossel verbindbar. Die Bypass-Drossel ist hierbei so angeordnet, dass sie dann, wenn das Steuerventilglied vom ersten Steuerventilsitz in den zweiten Steuerventilsitz gleitet, verschlossen wird, während dann, wenn das Steuerventilglied in Anlage am ersten Steuerventilsitz ist, die Bypass-Drossel für einen raschen Druckaufbau im Steuerventilraum und damit auch im Steuerraum der Düsennadel sorgt.In a further embodiment not according to the invention, the control valve space can be connected to the fuel-high-pressure-carrying region of the fuel injection valve via a bypass throttle. The bypass throttle is arranged so that when the control valve member slides from the first control valve seat into the second control valve seat, it is closed, while when the control valve member is in contact with the first control valve seat, the bypass throttle for a rapid pressure build-up in Control valve chamber and thus also in the control chamber of the nozzle needle ensures.

Zeichnungdrawing

In der Zeichnung sind in Figur 1, 2 und 4 verschiedene Kraftstoffeinspritzventile dargestellt, wohingegen Figur 3 ein Ausführungsbeispiel des erfindungsgemäßen Kraftstoffeinspritzventils illustriert. Es zeigt

Figur 1
einen Längsschnitt durch ein nicht erfindungsgemäßes Kraftstoffeinspritzventil, wobei nur die wesentlichen Abschnitte gezeigt sind,
Figur 2
eine vergrößerte Darstellung des Steuerventils von Figur 1,
Figur 3
zeigt in derselben Darstellung wie Figur 2 ein Ausführungsbeispiel des erfindungsgemäßen Kraftstoffeinspritzventils, und
Figur 4
zeigt im schematischen Aufbau ein weiteres Ausführungsbeispiel eines nicht erfindungsgemäßen Kraftstoffeinspritzventils.
In the drawing are in FIG. 1 . 2 and 4 different fuel injectors are shown, whereas FIG. 3 an embodiment of the fuel injection valve according to the invention illustrated. It shows
FIG. 1
a longitudinal section through a non-inventive fuel injection valve, wherein only the essential portions are shown,
FIG. 2
an enlarged view of the control valve of FIG. 1 .
FIG. 3
shows in the same illustration as FIG. 2 an embodiment of the fuel injection valve according to the invention, and
FIG. 4
shows in schematic construction a further embodiment of a non-inventive fuel injection valve.

Beschreibungdescription

Figur 1 zeigt ein nicht erfindungsgemäßes Kraftstoffeinspritzventil 1 im Längsschnitt. Das Kraftstoffeinspritzventil 1 weist einen Haltekörper 2, einen Ventilkörper 4, eine Drosselplatte 6 und einen Düsenkörper 8 auf, die in dieser Reihenfolge aneinander anliegen. Die Bauteile werden durch eine Spannmutter 9 gegeneinander gepresst, die sich an einer Schulter des Düsenkörpers 8 abstützt und durch ein Gewinde am Haltekörper 2 gehalten wird. Im Düsenkörper 8 ist ein Druckraum 14 ausgebildet, in dem eine kolbenförmige Düsennadel 10 längsverschiebbar angeordnet ist. Die Düsennadel 10 weist an ihrem dem Brennraum zugewandten Ende eine Dichtfläche 11 auf, mit der sie mit einem Düsensitz 13 zusammenwirkt, der am brennraumseitigen Ende des Druckraums 14 ausgebildet ist. Vom Düsensitz 13 gehen eine oder mehrere Einspritzöffnungen 12 ab, die in Einbaulage des Kraftstoffeinspritzventils 1 direkt in einen Brennraum einer Brennkraftmaschine münden. Die Düsennadel 10 wird in einem mittleren Abschnitt im Druckraum 14 geführt, wobei der Kraftstoff durch mehrere Anschliffe 15 zu den Einspritzöffnungen 12 geleitet wird. FIG. 1 shows a non-inventive fuel injection valve 1 in longitudinal section. The fuel injection valve 1 has a holding body 2, a valve body 4, a throttle plate 6, and a nozzle body 8 abutting each other in this order. The components are pressed against each other by a clamping nut 9, which is supported on a shoulder of the nozzle body 8 and is held by a thread on the holding body 2. In the nozzle body 8, a pressure chamber 14 is formed, in which a piston-shaped nozzle needle 10 is arranged longitudinally displaceable. The nozzle needle 10 has at its end facing the combustion chamber on a sealing surface 11, with which it cooperates with a nozzle seat 13 which is formed at the combustion chamber end of the pressure chamber 14. From the nozzle seat 13 go from one or more injection ports 12, which open in installation position of the fuel injection valve 1 directly into a combustion chamber of an internal combustion engine. The nozzle needle 10 is guided in a middle section in the pressure chamber 14, wherein the fuel is passed through a plurality of bevels 15 to the injection openings 12.

Die Düsennadel 10 ist an ihrem ventilsitzabgewandten Ende in einer Hülse 22 geführt, wobei die Hülse 22 durch eine Schließfeder 18, die die Düsennadel 10 umgibt und sich der Hülse 22 abgewandt an einem Absatz 16 abstützt, gegen die Drosselscheibe 6 gedrückt. Durch die Hülse 22, die ventilsitzabgewandte Stirnseite der Düsennadel 10 und die Drosselscheibe 6 wird ein Steuerraum 20 begrenzt, der mit Kraftstoff befüllt ist, so dass durch den Druck im Steuerraum 20 eine hydraulische Kraft auf die ventilsitzabgewandte Stirnseite der Düsennadel 10 ausgeübt wird und eine Kraft in Richtung des Düsensitzes 13 auf die Düsennadel 10 ausübt.The nozzle needle 10 is guided at its end remote from the valve seat in a sleeve 22, wherein the sleeve 22 by a closing spring 18, which surrounds the nozzle needle 10 and the sleeve 22 is supported on a shoulder 16, pressed against the throttle plate 6. Through the sleeve 22, the valve seat facing away from the end face of the nozzle needle 10 and the throttle plate 6, a control chamber 20 is limited, which is filled with fuel, so that by the pressure in the control chamber 20, a hydraulic force is exerted on the valve seat facing away from the end of the nozzle needle 10 and a force in the direction of the nozzle seat 13 on the nozzle needle 10 exerts.

Im Haltekörper 2, dem Ventilkörper 4 und der Drosselscheibe 6 ist ein Zulaufkanal 25 ausgebildet, über den verdichteter Kraftstoff unter hohem Druck von einer Kraftstoffhochdruckquelle in den Druckraum 14 geleitet wird. Wie in Figur 2 nochmals vergrößert dargestellt, ist der Zulaufkanal 25 mit dem Steuerraum 20 über eine in der Drosselscheibe 6 verlaufende Zulaufdrossel 40 verbunden. Mit einer gewissen zeitlichen Verzögerung stellt sich so stets der gleiche Kraftstoffdruck zwischen dem Hochdruckkanal 25 und dem Steuerraum 20 ein.In the holding body 2, the valve body 4 and the throttle disk 6, an inlet channel 25 is formed, is passed through the compressed fuel under high pressure from a high-pressure fuel source in the pressure chamber 14. As in FIG. 2 shown enlarged again, the inlet channel 25 is connected to the control chamber 20 via a running in the throttle plate 6 inlet throttle 40. With a certain time delay so always the same fuel pressure between the high-pressure passage 25 and the control chamber 20 a.

Zur Steuerung des Kraftstoffdrucks im Steuerraum 20 ist ein Steuerventil 30 im Ventilkörper 4 vorgesehen, wobei das Steuerventil 30 einen Steuerventilraum 31 aufweist, der als Hohlraum im Ventilkörper 4 ausgebildet ist. Der Steuerventilraum 31 ist über eine Ablaufdrossel 42, die in der Drosselscheibe 6 ausgebildet ist, mit dem Steuerraum 20 im Düsenkörper 8 verbunden. Im Steuerventilraum 31 ist ein Steuerventilglied 34 längsverschiebbar angeordnet, wobei das Steuerventilglied 34 eine kolbenförmige Gestalt aufweist und an seinem der Drosselscheibe 6 abgewandten Ende eine pilzförmige Erweiterung, an der eine Dichtfläche 52 ausgebildet ist, mit der das Steuerventilglied 34 mit einem ersten Steuerventilsitz 37 zusammenwirkt, der an der Innenseite des Steuerventilraums 31 ausgebildet ist.For controlling the fuel pressure in the control chamber 20, a control valve 30 is provided in the valve body 4, wherein the control valve 30 has a control valve chamber 31 which is formed as a cavity in the valve body 4. The control valve chamber 31 is connected via an outlet throttle 42, which is formed in the throttle plate 6, with the control chamber 20 in the nozzle body 8. In the control valve chamber 31, a control valve member 34 is arranged longitudinally displaceable, wherein the control valve member 34 has a piston-shaped shape and at its end facing away from the throttle plate 6 a mushroom-shaped extension on which a sealing surface 52 is formed, with which the control valve member 34 cooperates with a first control valve seat 37, which is formed on the inside of the control valve chamber 31.

Das Steuerventilglied 34 ist an seinem dem ersten Steuerventilsitz 37 abgewandten Ende in einer Hülse 36 geführt, die sich mit einem Ende an der Drosselscheibe 6 abstützt und zwischen der und dem Steuerventilglied 34 eine Feder 38 unter Druckvorspannung angeordnet ist. Durch die Kraft der Feder 38 wird einerseits das Steuerventilglied 34 gegen den ersten Steuerventilsitz 37 gepresst und andererseits die Hülse 36 gegen die Drosselscheibe 6. Die Bewegung des Steuerventilglieds 34 im Steuerventilraum 31 geschieht über einen Kolben 32, der im Haltekörper 2 angeordnet ist und der durch einen elektrischen Aktor in seiner Längsrichtung bewegbar ist, beispielsweise durch einen Elektromagneten oder einen Piezoaktor. Der Kolben 32 befindet sich hierbei in einem Leckölraum 23, der stets druckentlastet ist und einen geringen Kraftstoffdruck aufweist.The control valve member 34 is guided at its end remote from the first control valve seat 37 in a sleeve 36 which is supported at one end to the throttle plate 6 and between the and the control valve member 34, a spring 38 is arranged under compressive prestress. By the force of the spring 38 on the one hand the control valve member 34 is pressed against the first control valve seat 37 and the other hand, the sleeve 36 against the throttle plate 6. The movement of the control valve member 34 in the control valve chamber 31 via a piston 32 which is arranged in the holding body 2 and by an electrical actuator in its longitudinal direction is movable, for example by an electromagnet or a piezoelectric actuator. The piston 32 is in this case in a leakage oil chamber 23, which is always depressurized and has a low fuel pressure.

Durch die Hülse 36, das Steuerventilglied 34 und die Drosselscheibe 6 wird ein Niederdruckraum 54 begrenzt, der über einen Leckölablauf 45 stets druckentlastet ist. Der Leckölablauf 45 kann hierbei beispielsweise eine Verbindung mit dem Leckölraum 23 darstellen.Through the sleeve 36, the control valve member 34 and the throttle plate 6, a low-pressure space 54 is limited, which is always relieved of pressure via a drain 45 drain. The leakage oil drain 45 may in this case represent, for example, a connection with the leakage oil space 23.

Die Funktionsweise des Kraftstoffeinspritzventils ist wie folgt: Zu Beginn der Einspritzung befindet sich das Steuerventilglied 34 angetrieben durch die Feder 38 in Anlage am ersten Steuerventilsitz 37. Der Steuerventilraum 31 ist über die Ablaufdrossel 42 mit dem Steuerraum 20 und dieser wiederum über die Zulaufdrossel 40 mit dem Hochdruckkanal 25 verbunden, so dass sich sowohl im Steuerraum 20 als auch im Steuerventilraum 31 ein hoher Kraftstoffdruck, wie er auch im Zulaufkanal 25 herrscht, einstellt. Der Niederdruckraum 54 ist ohne Druck oder nur auf einem sehr geringen, so dass durch den Druck im Niederdruckraum 54 nur geringe Kräfte auf das Steuerventilglied 34 ausgeübt werden. Durch den Kraftstoffdruck im Steuerraum 20 wird auf die ventilsitzabgewandte Stirnseite der Düsennadel 10 eine hydraulische Kraft in Richtung auf den Düsensitz 13 ausgeübt, die die Düsennadel 10 gegen den Düsensitz 13 drückt. Da die Düsennadel 10 in Anlage am Düsensitz 13 ist, wird der Druckraum 14 gegen die Einspritzöffnungen 12 abgedichtet, so dass kein Kraftstoff aus dem Druckraum 14 in den Brennraum der Brennkraftmaschine gelangen kann. Soll eine Einspritzung erfolgen, wird mittels eines in der Zeichnung nicht dargestellten elektrischen Aktors an den Kolben 32 in Richtung des Düsenkörpers 8 bewegt, wodurch sich das Steuerventilglied 34 vom ersten Steuerventilsitz 37 weg in Anlage an den zweiten Steuerventilsitz 39 bewegt. Dadurch wird zwischen der Dichtfläche 52 des Steuerventilglieds 34 und dem ersten Steuerventilsitz 37 eine Verbindung angesteuert, die den Steuerventilraum 31 mit dem Leckölraum 23 verbindet, so dass der Druck im Steuerventilraum 31 rasch abfällt. Der aus dem Steuerraum 20 über die Ablaufdrossel 42 nachströmende Kraftstoff in den Steuerventilraum 31 führt auch im Steuerventilraum 20 zu einem Druckabfall, wobei die Ablaufdrossel 42 und die Zulaufdrossel 40 so bemessen sind, dass über die Ablaufdrossel 42 mehr Kraftstoff abfließt als im gleichen Zeitraum über die Zulaufdrossel 40 aus dem Hochdruckkanal 25 nachfließt. Der sich im Steuerraum 20 abbauende Kraftstoffdruck führt zu einer verminderten hydraulischen Kraft auf die ventilsitzabgewandte Stirnfläche der Düsennadel 10, so dass die hydraulischen Kräfte, die ansonsten auf die Düsennadel 10, insbesondere auf Teile der Dichtfläche 11 wirken, dazu führen, dass die Düsennadel 10 vom Düsensitz 13 abhebt und entgegen der Kraft der Feder 18 in Richtung der Drosselscheibe 6 bewegt wird. Hierdurch wird zwischen der Dichtfläche 11 und dem Düsensitz 13 ein Spalt aufgesteuert, durch den Kraftstoff aus dem Druckraum 14 zu den Einspritzöffnungen 12 fließt und durch die Einspritzöffnungen 12 in einen Brennraum der Brennkraftmaschine eingespritzt wird. Zur Beendigung der Einspritzung wird der elektrische Aktor wiederum betätigt und das Steuerventilglied 34 über den Kolben 32 zurück in Anlage an den ersten Steuerventilsitz 37 bewegt. Da die Verbindung des Steuerventilraums 31 mit dem Leckölraum 23 nunmehr unterbrochen ist, baut sich über die Zulaufdrossel 40 rasch wieder ein hoher Kraftstoffdruck im Steuerraum 20 und über die Ablaufdrossel 42 auch am Steuerventilraum 31 auf.The operation of the fuel injection valve is as follows: At the beginning of the injection, the control valve member 34 is driven by the spring 38 in contact with the first control valve seat 37. The control valve chamber 31 via the outlet throttle 42 with the control chamber 20 and this in turn via the inlet throttle 40 with the High-pressure channel 25 connected so that both in the control room 20 as well as in the control valve chamber 31, a high fuel pressure, as it also prevails in the inlet channel 25 adjusts. The low pressure space 54 is without pressure or only a very small, so that only slight forces are exerted on the control valve member 34 by the pressure in the low pressure space 54. Due to the fuel pressure in the control chamber 20, a hydraulic force is exerted on the valve seat facing away from the end face of the nozzle needle 10 in the direction of the nozzle seat 13, which presses the nozzle needle 10 against the nozzle seat 13. Since the nozzle needle 10 is in contact with the nozzle seat 13, the pressure chamber 14 is sealed against the injection openings 12, so that no fuel from the pressure chamber 14 can get into the combustion chamber of the internal combustion engine. If an injection is to be carried out by means of an electric actuator, not shown in the drawing to the piston 32 in the direction of the nozzle body 8, whereby the control valve member 34 moves away from the first control valve seat 37 in abutment against the second control valve seat 39. Thereby, a connection is actuated between the sealing surface 52 of the control valve member 34 and the first control valve seat 37, which connects the control valve chamber 31 with the leakage oil chamber 23, so that the pressure in the control valve chamber 31 drops rapidly. The fuel flowing from the control chamber 20 via the outlet throttle 42 in the control valve chamber 31 also leads to a pressure drop in the control valve chamber 20, the outlet throttle 42 and the inlet throttle 40 are dimensioned so that more fuel flows through the outlet throttle 42 than in the same period on the Inlet throttle 40 flows from the high-pressure passage 25. The depleting in the control chamber 20 fuel pressure leads to a reduced hydraulic force on the valve seat facing away from the end face of the nozzle needle 10, so that the hydraulic forces that otherwise act on the nozzle needle 10, in particular on parts of the sealing surface 11, cause the nozzle needle 10 from Nozzle seat 13 lifts and is moved against the force of the spring 18 in the direction of the throttle plate 6. As a result, a gap is opened between the sealing surface 11 and the nozzle seat 13, flows through the fuel from the pressure chamber 14 to the injection openings 12 and is injected through the injection openings 12 in a combustion chamber of the internal combustion engine. To complete the injection of the electric actuator is actuated again and the control valve member 34 is moved via the piston 32 back into abutment against the first control valve seat 37. Since the connection of the control valve chamber 31 is now interrupted with the leakage oil space 23, is building on the inlet throttle 40 quickly returns to a high fuel pressure in the control chamber 20 and via the outlet throttle 42 also on the control valve chamber 31.

Das Steuerventilglied 34 weist an seiner Dichtfläche 52 eine Dichtkante 50 auf, mit der das Steuerventilglied 34 am ersten Steuerventilsitz 37 anliegt. Der Durchmesser der Dichtkante 50 entspricht hierbei dem Durchmesser des Steuerventilglieds 34 in dem Abschnitt, der in der Hülse 36 geführt ist. Da der Kraftstoffdruck des Steuerventilraums 31 nur an dem Teil der Dichtfläche 52 angreift, der sich radial auswärts zur Dichtkante 50 befindet, wird diese hydraulische Kraft durch eine entsprechende Gegenkraft auf die Unterseite der pilzförmigen Erweiterung des Steuerventilglieds 34 kompensiert, so dass das Steuerventilglied 34 durch den Kraftstoffdruck im Steuerventilraum 31 keine in Richtung seiner Längsbewegung wirkende resultierende hydraulische Kraft erfährt und somit kraftausgeglichen ist.The control valve member 34 has on its sealing surface 52 a sealing edge 50, with which the control valve member 34 rests against the first control valve seat 37. The diameter of the sealing edge 50 corresponds to the diameter of the control valve member 34 in the portion which is guided in the sleeve 36. Since the fuel pressure of the control valve chamber 31 acts only on the part of the sealing surface 52 which is radially outward to the sealing edge 50, this hydraulic force is compensated by a corresponding counterforce on the underside of the mushroom-shaped extension of the control valve member 34, so that the control valve member 34 through the Fuel pressure in the control valve chamber 31 undergoes no acting in the direction of its longitudinal movement resulting hydraulic force and is thus force-balanced.

In Figur 3 ist in gleicher Darstellung wie Figur 2 ein erfindungsgemäßes Ausführungsbeispiel des Steuerventils 30' gezeigt, wobei gleiche Teile mit gleichen Bezugsziffern versehen sind und auf eine detaillierte Beschreibung der Teile, die identisch sind mit denen in Figur 2, hier verzichtet wird. Der Steuerventilkolben 34' weist in diesem Ausführungsbeispiel eine Blindbohrung 33 auf, deren offenes Ende dem ersten Steuerventilsitz 37 abgewandt ist. In der Blindbohrung 33 ist eine Innenhülse 48 angeordnet, die einen Längskanal 49 aufweist, der sich durch die gesamte Länge der Innenhülse 48 erstreckt. Durch die Innenhülse 48 und das Steuerventilglied 34' wird ein Niederdruckraum 54' begrenzt, indem eine Feder 38' angeordnet ist. Die Feder 38' ist hierbei unter Druckvorspannung angeordnet und sorgt dafür, dass die Innenhülse 48 gegen die Drosselscheibe 6, also gegen den zweiten Steuerventilsitz 39 gedrückt wird und andererseits das Steuerventilglied 34' gegen den ersten Steuerventilsitz 37. Über die Längsbohrung 49 ist der Niederdruckraum 54' mit einem Leckölablauf 45 verbunden, so dass der Innenraum des Steuerventilglieds 34', also der Niederdruckraum 54', stets drucklos sind.In FIG. 3 is in the same representation as FIG. 2 an embodiment according to the invention of the control valve 30 'is shown, wherein like parts are given the same reference numerals and a detailed description of the parts which are identical to those in FIG. 2 , here is omitted. The control valve piston 34 'has in this embodiment, a blind bore 33, the open end of the first control valve seat 37 is remote. In the blind bore 33, an inner sleeve 48 is arranged, which has a longitudinal channel 49 which extends through the entire length of the inner sleeve 48. By the inner sleeve 48 and the control valve member 34 'is a low-pressure space 54' limited by a spring 38 'is arranged. The spring 38 'is arranged under pressure bias and ensures that the inner sleeve 48 is pressed against the throttle plate 6, ie against the second control valve seat 39 and on the other hand, the control valve member 34' against the first control valve seat 37. About the longitudinal bore 49 is the low-pressure space 54th 'Connected to a drain 45, so that the interior of the control valve member 34', ie the low-pressure chamber 54 ', are always depressurized.

Um die Kraftausgeglichenheit des Steuerventilglieds 34' zu erreichen, ist die Dichtkante 50 des Steuerventilglieds 34' so ausgebildet, dass sie den gleichen Durchmesser aufweist wie die Innenhülse 48. Im geschlossenen Zustand des Steuerventils 30', also dann, wenn das Steuerventilglied 34' in Anlage am ersten Steuerventilsitz 37 ist, wird nur der radial außenliegende Teil der Dichtfläche 52' vom Kraftstoffdruck im Steuerventilraum 31 beaufschlagt, was eine resultierende hydraulische Kraft in Richtung des zweiten Steuerventilsitzes 39 bewirkt. Gleichzeitig wird jedoch die Fläche des Steuerventilglieds 34' ebenfalls vom Kraftstoffdruck im Steuerventilraum 31 beaufschlagt, die dem zweiten Steuerventilsitz 39 zugewandt ist, so dass sich beide hydraulischen Kräfte ausgleichen und das Steuerventilglied 34' kraftausgeglichen ist.In order to achieve the force balance of the control valve member 34 ', the sealing edge 50 of the control valve member 34' is formed so that it has the same diameter as the inner sleeve 48. In the closed state of the control valve 30 ', that is, when the control valve member 34' in Appendix at first Control valve seat 37 is applied, only the radially outer part of the sealing surface 52 'from the fuel pressure in the control valve chamber 31, which causes a resultant hydraulic force in the direction of the second control valve seat 39. At the same time, however, the surface of the control valve member 34 'is also acted upon by the fuel pressure in the control valve chamber 31, which faces the second control valve seat 39, so that both compensate for hydraulic forces and the control valve member 34' is force-balanced.

Die sonstige Funktion des Steuerventils 30' ist identisch mit dem in Figur 2 gezeigten Kraftstoffeinspritzventil mit Ausnahme der Bypass-Drossel 43, die zusätzlich in der Drosselscheibe 6 vorgesehen ist. Die Bypass-Drossel 43 verbindet den Druckraum 14 mit dem Steuerventilraum 31, wobei die Bypass-Drossel 43 so in den Steuerventilraum 31 einmündet, dass sie durch das Steuerventilglied 34' verschlossen wird, wenn sich dieses in Anlage am zweiten Steuerventilsitz 39 befindet. Dadurch wird bei geöffnetem Steuerventil 30' verhindert, dass sich der Druckabbau im Steuerraum 20 verlangsamt und so zu einem verzögerten Öffnen der Düsennadel 10 führt. Bei Beendigung der Einspritzung, also wenn das Steuerventilglied 34' wieder in Anlage an den ersten Steuerventilsitz 37 fährt, wird jedoch der Steuerventilraum 31 über die Bypass-Drossel 43 sehr rasch mit Kraftstoff unter hohem Druck wieder befüllt, so dass der Steuerraum 20 nicht nur über die Zulaufdrossel 40, sondern auch durch Zulauf von Kraftstoff aus dem Steuerventilraum 31 über die Ablaufdrossel 42 sehr rasch mit Kraftstoff unter hohem Druck befüllt wird, was zu einem raschen Schließen der Düsennadel 10 führt. Dies ist insbesondere wichtig, damit der Kraftstoff nicht durch eine langsam schließende Düsennadel 10 unter niedrigem Druck durch die Einspritzöffnungen 12 in den Brennraum der Brennkraftmaschine nachträufelt, was zu einer schadstoffreichen Verbrennung führen würde.The other function of the control valve 30 'is identical to the in FIG. 2 shown fuel injection valve except for the bypass throttle 43, which is additionally provided in the throttle plate 6. The bypass throttle 43 connects the pressure chamber 14 with the control valve chamber 31, wherein the bypass throttle 43 so opens into the control valve chamber 31 that it is closed by the control valve member 34 'when it is in contact with the second control valve seat 39. As a result, when the control valve 30 'is open, it is prevented that the pressure reduction in the control chamber 20 slows down and thus leads to a delayed opening of the nozzle needle 10. Upon completion of the injection, so when the control valve member 34 'back into abutment against the first control valve seat 37, but the control valve chamber 31 is filled via the bypass throttle 43 very quickly with fuel at high pressure, so that the control chamber 20 not only over the inlet throttle 40, but also by supplying fuel from the control valve chamber 31 via the outlet throttle 42 is filled very quickly with fuel at high pressure, resulting in a rapid closing of the nozzle needle 10. This is particularly important so that the fuel does not re-instill through a slow-closing nozzle needle 10 at low pressure through the injection openings 12 into the combustion chamber of the internal combustion engine, which would lead to a pollutant-rich combustion.

In Figur 4 ist ein weiteres nicht erfindungsgemäßes Steuerventil 30" dargestellt. Die Darstellung ist schematisch und unterscheidet sich von dem Steuerventil der Figur 2 dadurch, dass der Niederdruckraum 54 nicht über einen in der Drosselscheibe 6 ausgebildeten Leckölablauf 45 druckentlastet ist, sondern über einen im Steuerventilglied 34" verlaufenden Längskanal 46 und einen diesen schneidenden Querkanal 47, der schließlich in einen Ringraum 55 mündet, welcher über eine Leckölverbindung 56 druckentlastet ist. Der Ringraum 55 befindet sich stromabwärts des ersten Steuerventilsitzes 37', so dass insgesamt eine einfachere Konstruktion gegeben ist als durch einen zusätzlichen Leckölablauf 45 in der Drosselscheibe 6, der über einen zusätzlichen Kanal im Ventilkörper 4 mit dem Leckölraum 23 verbunden werden muss.In FIG. 4 5 shows another control valve 30 "not according to the invention, which is diagrammatic and differs from the control valve of FIG FIG. 2 in that the low-pressure space 54 is not relieved of pressure via a leakage oil outlet 45 formed in the throttle disk 6, but via a longitudinal channel 46 extending in the control valve member 34 and a transverse channel 47 which finally cuts into an annular space 55 which relieves pressure via a leakage oil connection 56 is the annulus 55 is located downstream of the first control valve seat 37 ', so that overall a simpler construction is given as by an additional leakage drain 45 in the throttle plate 6, which must be connected via an additional channel in the valve body 4 with the leakage oil space 23.

Claims (6)

  1. Fuel injection valve for internal combustion engines for the injection of fuel at high pressure, having a nozzle needle (10) which, by way of its longitudinal movement, interacts with a valve seat (13) and thereby opens and closes at least one injection opening (12), wherein the nozzle needle (10) is subjected by the pressure in a control chamber (20) to a closing force directed toward the valve seat (13), and having a control valve (30) which is formed in a valve body (4) and by way of which the pressure in the control chamber (20) is adjustable, wherein the control valve (30) comprises a control valve chamber (31) which is connected to the control chamber (20) and in which a control valve element (34') is arranged in longitudinally movable fashion and, by way of its longitudinal movement, opens and closes a connection of the control valve chamber (31) to a leakage oil chamber (23), in that the control valve element (34') is surrounded by the pressure in the control valve chamber (31) and is designed such that the pressure in the control valve chamber (31) exerts no resultant hydraulic force, or only a very low resultant hydraulic force, on the control valve element (34') in the direction of longitudinal movement when the control valve element (34') closes the connection of the control valve chamber (31) to the leakage oil chamber (23), characterized in that the control valve element (34') is formed in the manner of a piston and interacts with a first control valve seat (37) for the purposes of opening and closing the connection of the control valve chamber (31) to the leakage oil chamber (23), and in that the control valve element (34') has a blind bore (33) which is open toward that end of the control valve element (34') which is averted from the control valve seat (37), wherein an inner sleeve (48) is arranged in the blind bore (33).
  2. Fuel injection valve according to Claim 2, characterized in that, in the blind bore (33), there is arranged a spring (38') which is arranged under preload between the inner sleeve (48) and the control valve element (34'), such that the control valve element (34') is pressed by way of the spring (38') against the first control valve seat (37).
  3. Fuel injection valve according to Claim 1 or 2, characterized in that the inner sleeve (48) has a longitudinal bore (49) via which the blind bore (33) is permanently connected to a leakage oil outlet (45).
  4. Fuel injection valve according to Claim 1, 2 or 3, characterized in that the control valve chamber (31) is connectable via a bypass throttle (43) to that region of the fuel injection valve which conducts fuel high pressure.
  5. Fuel injection valve according to Claim 4, characterized in that the control valve element (34'), when in abutment against the control valve seat (37), opens the bypass throttle (43), and, in order to open the connection between the control valve chamber (31) and the leakage oil chamber (23) by way of a longitudinal movement, closes the bypass throttle (43) by virtue of the control valve element (34') entering into abutment against a second control valve seat (39).
  6. Fuel injection valve according to Claim 5, characterized in that the control valve element (34'), in its open position, enters into abutment against a second control valve seat (39), which is formed on the throttle disk (6).
EP09733848.7A 2008-04-23 2009-02-04 Fuel injection valve for internal combustion engines Active EP2283226B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008001330A DE102008001330A1 (en) 2008-04-23 2008-04-23 Fuel injection valve for internal combustion engines
PCT/EP2009/051244 WO2009130065A1 (en) 2008-04-23 2009-02-04 Fuel injection valve for internal combustion engines

Publications (2)

Publication Number Publication Date
EP2283226A1 EP2283226A1 (en) 2011-02-16
EP2283226B1 true EP2283226B1 (en) 2016-06-08

Family

ID=40568257

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09733848.7A Active EP2283226B1 (en) 2008-04-23 2009-02-04 Fuel injection valve for internal combustion engines

Country Status (6)

Country Link
US (1) US8662411B2 (en)
EP (1) EP2283226B1 (en)
JP (1) JP5238070B2 (en)
CN (1) CN102016285B (en)
DE (1) DE102008001330A1 (en)
WO (1) WO2009130065A1 (en)

Families Citing this family (33)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009002742A1 (en) 2009-04-30 2010-11-04 Robert Bosch Gmbh Fuel injector for injecting fuel into combustion chamber of internal-combustion engine, particularly common rail injector, comprises single or multipart injection valve element for opening and closing injection opening
DE102009003145A1 (en) 2009-05-15 2010-11-18 Robert Bosch Gmbh Fuel injector for internal combustion engine for injecting fuel under high pressure, comprises nozzle needle and control valve which controls nozzle needle for opening and closing injection opening
DE102009026564A1 (en) 2009-05-29 2010-12-02 Robert Bosch Gmbh Fuel injector for injecting fuel into combustion chamber of internal-combustion engine, has control valve element that is formed and arranged such that small resulting hydraulic force is applied on control valve element
DE102009027494A1 (en) 2009-07-07 2011-01-13 Robert Bosch Gmbh Fuel injector with pressure compensated control valve
DE102009027709A1 (en) * 2009-07-15 2011-01-20 Robert Bosch Gmbh Fuel injection valve
DE102009028979A1 (en) * 2009-08-28 2011-03-03 Robert Bosch Gmbh Fuel injector for an internal combustion engine
DE102009055267A1 (en) * 2009-12-23 2011-06-30 Robert Bosch GmbH, 70469 Pressure compensated fuel injector with bypass and minimized valve volume
DE102010001612A1 (en) 2010-02-05 2011-08-11 Robert Bosch GmbH, 70469 fuel injector
DE102010030390A1 (en) 2010-06-23 2011-12-29 Robert Bosch Gmbh Control valve for common-rail fuel injector, has valve pin arranged within valve chamber and stroke-movably guided in sealing sleeve, and valve spring designed as corrugated spring, which is formed with three-point support
DE102010030403A1 (en) 2010-06-23 2011-12-29 Robert Bosch Gmbh Control valve for common-rail fuel injector, has valve pin arranged within valve chamber and stroke-movably guided in sleeve, and valve spring designed as helical spring, which is made from wire with rectangular section
DE102010030405A1 (en) 2010-06-23 2011-12-29 Robert Bosch Gmbh Control valve for controlling nozzle needle of e.g. common-rail fuel injector, has seal bushing whose external circumferential surface is provided with coding in form of groove and recess arranged at distance to end surface of bushing
DE102010038451A1 (en) * 2010-07-27 2012-02-02 Robert Bosch Gmbh Fuel injector
DE102010040874A1 (en) * 2010-09-16 2012-03-22 Robert Bosch Gmbh Fuel injector
DE102010063183A1 (en) 2010-12-16 2012-06-21 Robert Bosch Gmbh Fuel injector with pressure compensated control valve
DE102010064050A1 (en) 2010-12-23 2012-06-28 Robert Bosch Gmbh Fuel injector with hydraulically damped control valve
DE102011076957A1 (en) 2011-06-06 2012-12-06 Robert Bosch Gmbh Fuel injection valve for internal combustion engines
DE102011081643A1 (en) 2011-06-30 2013-01-03 Robert Bosch Gmbh fuel injector
DE102011084214A1 (en) 2011-10-10 2013-04-11 Robert Bosch Gmbh Control valve for fuel injector e.g. common rail fuel injector, has elastically deformable element that is arranged between sealing sleeve and throttle plate by which sealing sleeve is biased in the axial direction
DE102011089130A1 (en) 2011-12-20 2013-06-20 Robert Bosch Gmbh Fuel injection valve for common-rail injection system in internal combustion engine, has guide sleeve whose front sides lie opposite to each other and include radially rotating inner and outer bevels that are identically formed
JP5842642B2 (en) * 2012-02-01 2016-01-13 トヨタ自動車株式会社 Fuel injection control device and fuel injection method for internal combustion engine
DE102012213535A1 (en) 2012-06-29 2014-01-02 Robert Bosch Gmbh Fuel injector has outer contour whose diameter on case inner surface is smaller than diameter of outer contour on case outer surface
DE102012221543A1 (en) * 2012-11-26 2014-05-28 Robert Bosch Gmbh valve means
DE102013206383A1 (en) * 2013-04-11 2014-10-16 Robert Bosch Gmbh Fuel injection valve for internal combustion engines
DE102013212269A1 (en) 2013-06-26 2014-12-31 Robert Bosch Gmbh Fuel injection valve for internal combustion engines
DE102013220584A1 (en) 2013-10-11 2015-04-16 Robert Bosch Gmbh control valve
JP6281296B2 (en) * 2014-01-27 2018-02-21 株式会社Ｓｏｋｅｎ Fuel injection valve
GB201414669D0 (en) * 2014-08-19 2014-10-01 Delphi International Operations Luxembourg S.�.R.L. Control valve arrangement
JP6284860B2 (en) * 2014-09-02 2018-02-28 株式会社Ｓｏｋｅｎ Fuel injection valve
DE102014220841A1 (en) * 2014-10-15 2016-04-21 Continental Automotive Gmbh Injection valve for injecting fluid into a combustion chamber of an internal combustion engine
JP6172113B2 (en) * 2014-10-28 2017-08-02 株式会社デンソー Fuel injection valve
CN108131230B (en) * 2017-12-26 2024-03-08 南岳电控（衡阳）工业技术股份有限公司 High-pressure common rail heavy mechanical oil sprayer of diesel engine
CN108547717B (en) * 2018-02-08 2020-09-29 龙口龙泵燃油喷射有限公司 Electric control diesel injector
CN114109683B (en) * 2021-11-30 2023-02-10 中船动力研究院有限公司 Low-carbon fuel injection device and engine

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009080414A1 (en) * 2007-12-21 2009-07-02 Robert Bosch Gmbh Injector of a fuel injection system having a 3/2-way control valve

Family Cites Families (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5012785A (en) * 1989-06-28 1991-05-07 General Motors Corporation Fuel injection delivery valve with reverse flow venting
JPH0688559A (en) * 1992-09-08 1994-03-29 Toyota Motor Corp Fuel injection valve
US5641121A (en) * 1995-06-21 1997-06-24 Servojet Products International Conversion of non-accumulator-type hydraulic electronic unit injector to accumulator-type hydraulic electronic unit injector
US5823429A (en) * 1996-07-12 1998-10-20 Servojet Products International Hybrid hydraulic electronic unit injector
DE19936668A1 (en) * 1999-08-04 2001-02-22 Bosch Gmbh Robert Common rail injector
DE10015268A1 (en) * 2000-03-28 2001-10-04 Siemens Ag Injector with bypass throttle
DE10019153A1 (en) * 2000-04-18 2001-10-25 Bosch Gmbh Robert Fuel injection valve for IC engines has valve bore with valve member and valve piston loaded by hydraulic closing force to engage on valve member
DE10055271A1 (en) * 2000-11-08 2002-05-23 Bosch Gmbh Robert Pressure / stroke controlled injector with hydraulic translator
DE10101797A1 (en) * 2001-01-17 2002-07-18 Bosch Gmbh Robert Injection valve for use in an internal combustion engine has a valve control piston, a valve control space with an inlet throttle and an outlet throttle for operating the valve control piston.
JP4454195B2 (en) * 2001-08-23 2010-04-21 株式会社日本自動車部品総合研究所 Fuel injection valve
DE10148650C1 (en) * 2001-10-02 2002-12-12 Bosch Gmbh Robert Fuel injection system for internal combustion engine with direct injection has fuel injection device having valve element on operating area and able to inject fuel directly into combustion chamber
JP3810315B2 (en) * 2001-12-25 2006-08-16 京セラ株式会社 Mounting structure of optical path changer for optical communication and optical module
DE10205970A1 (en) * 2002-02-14 2003-09-04 Bosch Gmbh Robert Fuel injection valve for internal combustion engines
JP2006522254A (en) * 2003-04-02 2006-09-28 ローベルト　ボツシユ　ゲゼルシヤフト　ミツト　ベシユレンクテル　ハフツング Servo valve controlled fuel injector with intensifier
DE10333696A1 (en) 2003-07-24 2005-02-24 Robert Bosch Gmbh Fuel injector
DE10338228A1 (en) 2003-08-20 2005-03-10 Bosch Gmbh Robert Fuel injection valve for internal combustion engines
DE102004015744A1 (en) * 2004-03-31 2005-10-13 Robert Bosch Gmbh Common rail injector
DE102004030445A1 (en) 2004-06-24 2006-01-12 Robert Bosch Gmbh Fuel injector
DE102004053421A1 (en) * 2004-11-05 2006-05-11 Robert Bosch Gmbh Fuel injector
DE102004060552A1 (en) * 2004-12-16 2006-06-22 Robert Bosch Gmbh Fuel injection valve for an internal combustion engine
DE102004061800A1 (en) 2004-12-22 2006-07-06 Robert Bosch Gmbh Injector of a fuel injection system of an internal combustion engine
DE102005026514B4 (en) * 2005-02-18 2008-12-24 Robert Bosch Gmbh injection
JP2007205324A (en) * 2006-02-06 2007-08-16 Denso Corp Fuel injection valve
DE102006009071A1 (en) 2006-02-28 2007-08-30 Robert Bosch Gmbh Fuel injection valve for self-igniting internal combustion engines comprises a valve with a spring sleeve partially enclosing a bolt section of a valve bolt

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009080414A1 (en) * 2007-12-21 2009-07-02 Robert Bosch Gmbh Injector of a fuel injection system having a 3/2-way control valve

Also Published As

Publication number Publication date
CN102016285B (en) 2015-06-17
WO2009130065A1 (en) 2009-10-29
CN102016285A (en) 2011-04-13
DE102008001330A1 (en) 2009-10-29
US8662411B2 (en) 2014-03-04
EP2283226A1 (en) 2011-02-16
JP5238070B2 (en) 2013-07-17
US20110088660A1 (en) 2011-04-21
JP2011518979A (en) 2011-06-30

Similar Documents

Publication Publication Date Title
EP2283226B1 (en) Fuel injection valve for internal combustion engines
EP1831537B1 (en) Injector for a fuel-injection system in an internal combustion engine
EP1379775B1 (en) Valve for controlling liquids
EP2102486B1 (en) Injector with an axial pressure-compensating control valve
DE102006057935A1 (en) Fuel injection valve for internal combustion engines
EP1925812B1 (en) Fuel injector valve for combustion engines
EP2134956A1 (en) Fuel injector comprising an improved control valve
EP1682769B1 (en) Fuel injector with a multipart, directly controlled injection valve element
DE10123995A1 (en) Fuel injection device has third electrically operated control valve to control second connection between pump working cavity and relief cavity
EP1999363B1 (en) Fuel injection valves for internal combustion engines
EP1952012B1 (en) Injector
DE102012224398A1 (en) Fuel injection valve for injecting fuel into combustion chambers of high-speed self-ignition engine of vehicle, has switching case cooperating with sealing seat placed at inner side of valve piece to open and close inlet throttle
EP3035520B1 (en) Hydraulic coupler unit for controlling a valve
EP1325228B1 (en) Injection valve comprising a pump piston
DE10132248A1 (en) Fuel injector with 2-way valve control
EP2267295A2 (en) Fuel injector
DE102006027484A1 (en) Fuel injector for an internal combustion motor, with a common rail fuel injection system, has the armature of the magnetic setting unit in the equalizing zone with the control piston pressure surface to reduce injector height
DE102008044093A1 (en) Fuel injector for internal combustion engine, has throttle plate arranged between inner storage chamber and pressure chamber and remaining in nozzle needle-side sealing seat in stop position when nozzle needle is placed in needle seat
WO2007098989A1 (en) Fuel injector having directly actuable nozzle needle and variable actuator lift transmission
EP2984328A1 (en) Fuel injection valve for internal combustion engines
EP2581597B1 (en) Fuel injection valve for internal combustion engines with directly actuated valve needle
DE102005041993B4 (en) Fuel injector with directly actuatable injection valve member and with two-stage transmission
EP2084390A1 (en) Injector with an axial pressure-compensating control valve
DE102006014246A1 (en) Fuel injector for internal combustion engine, has actuator that is accommodated in actuator space in upper housing part, which housing part includes same temperature coefficient of expansion as actuator
DE10312913A1 (en) Lift-controlled fuel injection valve for diesel engine has auxiliary piston connected to control chamber and guided in sealed manner in part with area larger than valve piston effective surface

Legal Events

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

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20101123

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA RS

DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20150818

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20160309

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 805431

Country of ref document: AT

Kind code of ref document: T

Effective date: 20160715

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502009012671

Country of ref document: DE

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20160608

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160908

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160909

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161008

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 9

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161010

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502009012671

Country of ref document: DE

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20170309

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170228

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20170204

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170228

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170228

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170204

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 10

Ref country code: BE

Ref legal event code: MM

Effective date: 20170228

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170204

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170204

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 805431

Country of ref document: AT

Kind code of ref document: T

Effective date: 20170204

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170204

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20090204

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20160608

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160608

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20230220

Year of fee payment: 15

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20230228

Year of fee payment: 15

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20230426

Year of fee payment: 15