EP2283226B1 - Kraftstoffeinspritzventil für brennkraftmaschinen - Google Patents

Kraftstoffeinspritzventil für brennkraftmaschinen Download PDF

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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
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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
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German (de)
English (en)
French (fr)
Other versions
EP2283226A1 (de
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
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Robert Bosch GmbH
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Filing date
Publication date
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Publication of EP2283226A1 publication Critical patent/EP2283226A1/de
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Publication of EP2283226B1 publication Critical patent/EP2283226B1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—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.
EP09733848.7A 2008-04-23 2009-02-04 Kraftstoffeinspritzventil für brennkraftmaschinen Active EP2283226B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008001330A DE102008001330A1 (de) 2008-04-23 2008-04-23 Kraftstoffeinspritzventil für Brennkraftmaschinen
PCT/EP2009/051244 WO2009130065A1 (de) 2008-04-23 2009-02-04 Kraftstoffeinspritzventil für brennkraftmaschinen

Publications (2)

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

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ID=40568257

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09733848.7A Active EP2283226B1 (de) 2008-04-23 2009-02-04 Kraftstoffeinspritzventil für brennkraftmaschinen

Country Status (6)

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

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JP6284860B2 (ja) * 2014-09-02 2018-02-28 株式会社Ｓｏｋｅｎ 燃料噴射弁
DE102014220841A1 (de) * 2014-10-15 2016-04-21 Continental Automotive Gmbh Einspritzventil zum Einspritzen von Fluid in einen Brennraum einer Brennkraftmaschine
JP6172113B2 (ja) * 2014-10-28 2017-08-02 株式会社デンソー 燃料噴射弁
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CN114109683B (zh) * 2021-11-30 2023-02-10 中船动力研究院有限公司 一种低碳燃料喷射装置及发动机

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

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