EP2376765B1 - Decoupling element for a fuel injection device - Google Patents

Decoupling element for a fuel injection device Download PDF

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Publication number
EP2376765B1
EP2376765B1 EP09771734.2A EP09771734A EP2376765B1 EP 2376765 B1 EP2376765 B1 EP 2376765B1 EP 09771734 A EP09771734 A EP 09771734A EP 2376765 B1 EP2376765 B1 EP 2376765B1
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EP
European Patent Office
Prior art keywords
decoupling element
fuel injection
injection valve
decoupling
receiving bore
Prior art date
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EP09771734.2A
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German (de)
French (fr)
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EP2376765A1 (en
Inventor
Michael Fischer
Andrej Elsinger
Frank-Holger Schoefer
Corren Heimgaertner
Michael Kleindl
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2376765A1 publication Critical patent/EP2376765A1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00Ā -Ā F02M57/00 or F02M67/00
    • F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/004—Joints; Sealings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00Ā -Ā F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02Ā -Ā F02M61/14
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/09—Fuel-injection apparatus having means for reducing noise

Definitions

  • the invention relates to a decoupling element for a fuel injection device according to the preamble of the main claim ( DE-A-10 2004 049 277 ).
  • FIG. 1 By way of example, a fuel injector known from the prior art is shown in which a flat intermediate element is provided on a fuel injection valve installed in a receiving bore of a cylinder head of an internal combustion engine.
  • such intermediate elements are stored as support elements in the form of a washer on a shoulder of the receiving bore of the cylinder head.
  • manufacturing and assembly tolerances are compensated and ensured a lateral force-free storage even with slight misalignment of the fuel injector.
  • the fuel injector is particularly suitable for use in fuel injection systems of mixture-compression spark-ignition internal combustion engines.
  • the intermediate element is a sub-ring having a circular cross-section which is frusto-conical in a region in which both the fuel injection valve and the wall of the receiving bore in the cylinder head are frustoconical run, arranged and serves as a compensation element for storage and support of the fuel injection valve.
  • Complicated and in the production significantly more expensive intermediate elements for fuel injection devices include the DE 100 27 662 A1 .
  • These intermediate elements are characterized by the fact that they are all constructed in several parts or multi-layered and should partially take over sealing and damping functions. That from the DE 100 27 662 A1 known intermediate element comprises a base and carrier body, in which a sealing means is used, which is penetrated by a nozzle body of the fuel injection valve.
  • a multi-layer compensating element is known, which is composed of two rigid rings and sandwiched therebetween elastic intermediate ring. This compensating element allows both a tilting of the fuel injection valve to the axis of the receiving bore over a relatively large angular range as well as a radial displacement of the fuel injection valve from the central axis of the receiving bore.
  • a likewise multi-layered intermediate element is also from the EP 1 223 337 A1 known, this intermediate element is composed of a plurality of washers, which consist of a damping material.
  • the damping material made of metal, rubber or PTFE is chosen and designed so that a noise attenuation of the vibrations generated by the operation of the fuel injection valve and noise is made possible.
  • the intermediate element must, however, include four to six layers to achieve a desired damping effect.
  • Damping elements in disk form for a fuel injector in particular an injector for injection of diesel fuel in a common rail system are also already from the DE 10 2005 057 313 A1 known.
  • the damping discs should be introduced between the injection valve and the wall of the receiving bore in the cylinder head so that even at high contact forces damping of structure-borne noise is made possible, so that the noise emissions be reduced.
  • the annular damping element abuts with an annular surface on the support surface of the cylinder head and with a circumferential bead on the conical support surface of the injector.
  • the fuel injection device comprises at least one fuel injection valve and a receiving bore for the fuel injection valve, while the decoupling element is inserted between a valve housing of the fuel injection valve and a washer in the receiving bore.
  • a decoupling material may also be provided in this area. The decoupling material is inserted as a disk-shaped element in the above-described area.
  • Suitable materials for the decoupling element are composite materials such as metal-fiber reinforced plastic based on a phenolic matrix.
  • the decoupling material is placed or applied on a carrier body, which is formed as a washer and forms a rigid body, which in turn serves in the support area at a stage of the receiving bore as an abutment for the decoupling element from the decoupling material.
  • the decoupling element according to the invention for a fuel injection device with the characterizing features of claim 1 has the advantage that in a very simple design improved noise reduction by decoupling or isolation is achieved.
  • the spring stiffness of the decoupling element is selected to be so low and the decoupling element is placed between the valve housing of the fuel injection valve and the wall of the receiving bore, that the Entkoppelresonanz f R is in the frequency range below 2.5 kHz.
  • the low rigidity of the decoupling element enables effective decoupling of the fuel injection valve from the cylinder head and thereby significantly reduces in noise-critical operation the introduced into the cylinder head structure-borne sound power and thus the radiated from the cylinder head noise.
  • the receiving bore for the fuel injection valve is formed in a cylinder head and the receiving bore has a shoulder which is perpendicular to the extension of the receiving bore and on which the decoupling element partially rests with its radially outer bearing region and the fuel injection valve in turn with a vertical extending to the valve longitudinal axis outer contour of the valve housing rests against the radially inner bearing region of the decoupling element.
  • the decoupling element is annular disk-shaped and overall cup-shaped or dish-shaped.
  • the cross section of the decoupling element has an S-shaped contour with two radii to the support areas. The installation can be done both orientations of the decoupling element, so cup-shaped with the bottom down or inversely cup-shaped with the bottom up.
  • the decoupling element is designed in a particularly advantageous manner with a non-linear progressive spring characteristic or with a non-linear degressive spring characteristic.
  • FIG. 1 a valve in the form of an injection valve 1 for fuel injection systems of mixture-compression spark-ignited internal combustion engines in a side view.
  • the fuel injection valve 1 is part of the fuel injection device.
  • the fuel injection valve 1 which is designed in the form of a direct-injection injector for injecting fuel directly into a combustion chamber 25 of the internal combustion engine, is installed in a receiving bore 20 of a cylinder head 9.
  • a sealing ring 2, in particular of TeflonĀ®, ensures optimum sealing of the fuel injection valve 1 with respect to the wall of the receiving bore 20 of the cylinder head 9.
  • a flat intermediate element 24 is inserted, which is designed in the form of a washer.
  • the fuel injection valve 1 has at its inlet-side end 3 a plug connection to a fuel rail (fuel rail) 4, which by a sealing ring 5 between a connecting piece 6 of the fuel distribution line 4, the is shown in section, and an inlet nozzle 7 of the fuel injection valve 1 is sealed.
  • the fuel injection valve 1 is inserted into a receiving opening 12 of the connection piece 6 of the fuel distribution line 4.
  • the connecting piece 6 is, for example, in one piece from the actual fuel distributor line 4 and has upstream of the receiving opening 12 a smaller diameter flow opening 15 through which the flow of the fuel injection valve 1 takes place.
  • the fuel injection valve 1 has an electrical connection plug 8 for the electrical contacting for actuating the fuel injection valve 1.
  • a holding-down device 10 is provided between the fuel injection valve 1 and the connecting piece 6.
  • the hold-down 10 is designed as a bow-shaped component, e.g. as punching and bending part.
  • the hold-down device 10 has a part-ring-shaped base element 11, from which a hold-down bar 13 extends, which abuts against a downstream end face 14 of the connecting piece 6 on the fuel distributor line 4 in the installed state.
  • the object of the invention is to achieve over the known Bacetti- and DƤmpfungsscalenfiten in a simple manner improved noise reduction, especially in noise-critical idling operation but also in constant pressure systems at system pressure, through a targeted design and geometry of the intermediate element 24.
  • the relevant source of noise of the fuel injection valve 1 in the direct high-pressure injection are introduced during the valve operation in the cylinder head 9 forces (structure-borne sound), which lead to a structural excitation of the cylinder head 9 and are emitted from this as airborne sound.
  • a minimization of the introduced into the cylinder head 9 forces should be sought. In addition to reducing the forces caused by the injection, this can be achieved by influencing the transmission behavior between the fuel injection valve 1 and the cylinder head 9.
  • the bearing of the fuel injector 1 can be mapped on the passive intermediate member 24 in the receiving bore 20 of the cylinder head 9 as a conventional spring-mass-damper system, as shown in FIG FIG. 2 is shown.
  • the mass M of the cylinder head 9 can be assumed to be infinite compared to the mass m of the fuel injection valve 1 in the first approximation.
  • the transmission behavior of such a system is characterized by a gain at low frequencies in the range of the resonant frequency f R (decoupling resonance) and an isolation range above the decoupling frequency f E (see FIG. 3 ).
  • the aim of the invention is the design of an intermediate element 24 under the priority use of elastic isolation (decoupling) for noise reduction.
  • the invention comprises on the one hand the definition and design of a suitable spring characteristic taking into account the typical requirements and boundary conditions in the direct fuel injection and on the other the design of an intermediate element 24 which is able to map the characteristic of the spring characteristic defined in this way and easier on a choice geometric parameter to the specific boundary conditions of the Injection system can be adjusted. To the spring characteristics is determined by the FIGS. 13 and 14 Referenced.
  • decoupling element 240 The decoupling of the fuel injection valve 1 from the cylinder head 9 by means of a low spring stiffness c of the intermediate element 24, which is referred to below as decoupling element 240, is made more difficult in addition to the small installation space by restricting the maximum permissible movement of the fuel injection valve 1 during engine operation.
  • Damping elements of the known type aim at a reduction of the force input by broadband energy dissipation, e.g. by micro-slip or material damping in the interior of the damping element.
  • broadband energy dissipation e.g. by micro-slip or material damping in the interior of the damping element.
  • the adhesion between the fuel injection valve and the environment can be reduced only limited. Damping mechanisms are proportional to the displacement or speed over the damping element, for the formation of which a force must be present, which is thus introduced into the structure via the damping element.
  • a decoupling element 240 By contrast, with the aid of a decoupling element 240 according to the invention, the force flow from the fuel injection valve 1 can largely be prevented over a large frequency range above the decoupling resonance f R.
  • the decoupling element 240 is characterized in that it serves to reduce the flow of force between the fuel injector 1 and its installation environment with the aim of reducing unwanted noise excitation in the surrounding structure.
  • the respective advantageous characteristics of the spring characteristic are included in the geometry design and material selection of the decoupling element 240, i. progressive behavior in constant pressure systems and degressive behavior in alternating pressure systems.
  • the decoupling element 240 in its design and installation situation thus primarily aims at the effect of the vibration decoupling and not the vibration damping.
  • the decoupling element 240 is designed with regard to its rigidity properties and not with respect to the damping behavior, as is the case with known damping disks. Damping, for example in the form of plastic or elastomer layers, but can be used in addition to control the Entkoppelresonanz f R.
  • FIG. 4 a partially shown fuel injector is shown with a decoupling element 240 according to the invention, while in FIG. 5 a cross-section through a first embodiment of the decoupling element 240 according to FIG. 4 is shown.
  • the fuel injection device is a system for gasoline direct injection with fuel injection valves 1, which are operated with piezo actuators and used for example in a constant pressure system.
  • the decoupling element 240 is carried out in an advantageous manner as a metallic perforated disc, which extends in this respect annular.
  • a metallic material also lends itself to the extent that it can be processed with cost-effective production methods (for example, turning, deep-drawing) in order to be able to produce the desired geometries of the decoupling element 240 dimensionally stable.
  • the spring stiffness of the decoupling element 240 is low (20-40 kN / mm) in relation to the mass of the fuel injection valve 1, which is approximately 250 g. In this way, disturbing noises occurring in the gasoline direct injection of this type, which are typically in a frequency range of 2.5-14 kHz, can be intentionally decoupled in a broadband manner.
  • the Entkoppelresonanz f R is in the frequency range below 2.5 kHz, where it is masked by combustion and engine noise and not disturbing perceived.
  • the low spring stiffness of the decoupling element 240 is achieved by a plurality of targeted measures.
  • the decoupling element 240 has, when installed, two support regions 30, 31, a radially outer support region 30 and a radially inner support region 31. With the outer support region 30, the decoupling element 240 lies annularly on the e.g. perpendicular to the valve longitudinal axis extending shoulder 23 of the receiving bore 20 in the cylinder head 9. With the inner bearing region 31, the decoupling element 240 engages below the fuel injection valve 1 annularly in a region in which the valve housing 22, e.g. also has an outer contour perpendicular to the valve longitudinal axis, so that the fuel injection valve 1 rests against the inner edge region of the decoupling element 240.
  • the arrangement of the two support areas 30, 31 of the decoupling element 240 is selected so that the maximum possible lever arm is formed.
  • these bearing areas 30, 31 are placed in the widest possible edge areas on the outer diameter and on the inner diameter of the decoupling element 240.
  • the cross-section of the decoupling element 240 has an S-shaped contour with two large radii R1, R2 towards the outer and inner bearing area 30, 31, whose common leg merges tangentially into one another. Overall, the decoupling element 240 thus has a cup-shaped or dish-shaped form. With this configuration, the space in the receiving bore 20 of the cylinder head 9 typically only small space is also used optimally in favor of the longest possible lever arm.
  • the two radii R1, R2 of this contour are chosen in their size and their relationship to each other so that the most favorable Stress distribution in the material is created and the specified stiffness characteristic is optimally fulfilled. In the present case, these are, for example, an upper radius R1 of 2 mm and a lower radius R2 of 2.5 mm.
  • the decoupling element 240 With the cup-shaped design of the decoupling element 240, it is possible to use sufficient material thicknesses for the strength of the decoupling element 240, and at the same time with a low overall spring rigidity of the decoupling element 240. In the case of a metallic material, a material thickness of the order of magnitude of 0, 5 mm. However, the thickness of the material can also be varied on a decoupling element 240 in favor of an optimized stiffness characteristic over its radial extent.
  • FIG. 6 a cross-section through a second embodiment of a decoupling element 240 according to the invention is shown in a two-part solution.
  • this decoupling element 240 in turn has a cup-shaped shape.
  • This embodiment takes into account assembly requirements in which it can lead to an increased misalignment of the fuel injection valve 1.
  • the decoupling element 240 is therefore divided into two nested sub-elements 34, 35. While the radially outer and thus upper part of the element 34 has the radially outer bearing portion 30 and bent with the radius R1 outwardly, the radially inner and thus lower part element 35 is provided with the radially inner support portion 31 and with the radius R2 inwardly inflected.
  • the inner sub-element 35 is inserted into the outer sub-element 34.
  • the sub-elements 34, 35 of the decoupling element 240 allow a slight shift to compensate for a misalignment, but follow in their overall behavior the desired design target.
  • FIG. 8 shows a cross section through the inventive decoupling element 240 along the line VIII-VIII in FIG. 7
  • This embodiment variant of the decoupling element 240 is characterized in that the radially inner support region 31 is changed compared with the previously described solutions.
  • a plurality of spaced-apart support points 31a, 31b, 31c are provided, which are arranged distributed at a number of three support points 31a, 31b, 31c, for example at a distance of 120 Ā°.
  • Such an embodiment also takes into account the possibility of a misalignment of the fuel injection valve 1 by the spherical bearing points 31a, 31b, 31c formed on the decoupling element 240, within which the fuel injection valve 1 can align.
  • FIG. 10 shows a cross section through the inventive decoupling element 240 along the line XX in FIG. 9 .
  • This further embodiment starts a possible misalignment of the fuel injection valve 1 by a local weakening of the inner bearing region 31.
  • This local weakening of the radially inner bearing region 31 is achieved, for example, by radially extending slots 37, which extend from the inner diameter of the decoupling element 240 and extend, for example, to the inner radius R2.
  • these slots 37 or other stiffness reducing apertures may be provided in the number of three to twenty.
  • FIGS. 11 and 12 two further fuel injectors are partially shown, which are provided with a fifth invention or sixth decoupling element 240. That in the FIG. 11 shown decoupling element 240 differs in particular from that in the FIGS. 4 and 5 shown decoupling element 240 by its inverse bulge upwards.
  • the decoupling element 240 is in turn designed cup-shaped or dish-shaped, but installed in an inverted position, ie the radially outer bearing portion 30 at the shoulder 23 of the cylinder head 9 is lower than the radially inner bearing portion 31 on the valve housing 22 of the fuel injection valve. 1
  • the non-inventive embodiment of FIG. 12 indicates that the decoupling element 240 may also be in the form of a flat disc.
  • the decoupling element 240 may also be in the form of a flat disc.
  • the material thickness can also vary over the radial extent of the decoupling element 240 here.
  • the decoupling element 240 In some systems, the fuel pressure is kept constant high (constant pressure system), in other systems, the system pressure varies depending on the load or speed (alternating pressure systems) - typically in the latter at idle, a lowering of the fuel pressure.
  • the fuel pressure acts as a static hydraulic force on the fuel injector and claims the decoupler 240 with a constant preload and thus displacement. In the linear case, this is proportional to the force. With regard to tightness and wear of the injector connections to the fuel system and cylinder head, there are maximum limits for the permissible travel. Therefore, according to the invention, a non-linear relationship between force and spring travel for the decoupling element 240 is selected here.

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einem Entkopplungselement fĆ¼r eine Brennstoffeinspritzvorrichtung nach der Gattung des Hauptanspruchs ( DE-A-10 2004 049 277 ).The invention relates to a decoupling element for a fuel injection device according to the preamble of the main claim ( DE-A-10 2004 049 277 ).

In der Figur 1 ist beispielhaft eine aus dem Stand der Technik bekannte Brennstoffeinspritzvorrichtung gezeigt, bei der an einem in einer Aufnahmebohrung eines Zylinderkopfes einer Brennkraftmaschine eingebauten Brennstoffeinspritzventil ein flaches Zwischenelement vorgesehen ist. In bekannter Weise werden solche Zwischenelemente als AbstĆ¼tzelemente in Form einer Unterlegscheibe auf einer Schulter der Aufnahmebohrung des Zylinderkopfes abgelegt. Mit Hilfe solcher Zwischenelemente werden Fertigungs- und Montagetoleranzen ausgeglichen und eine querkraftfreie Lagerung auch bei leichter Schiefstellung des Brennstoffeinspritzventils sichergestellt. Die Brennstoffeinspritzvorrichtung eignet sich besonders fĆ¼r den Einsatz in Brennstoffeinspritzanlagen von gemischverdichtenden fremdgezĆ¼ndeten Brennkraftmaschinen.In the FIG. 1 By way of example, a fuel injector known from the prior art is shown in which a flat intermediate element is provided on a fuel injection valve installed in a receiving bore of a cylinder head of an internal combustion engine. In known manner, such intermediate elements are stored as support elements in the form of a washer on a shoulder of the receiving bore of the cylinder head. With the help of such intermediate elements manufacturing and assembly tolerances are compensated and ensured a lateral force-free storage even with slight misalignment of the fuel injector. The fuel injector is particularly suitable for use in fuel injection systems of mixture-compression spark-ignition internal combustion engines.

Eine andere Art eines einfachen Zwischenelements fĆ¼r eine Brennstoffeinspritzvorrichtung ist bereits aus der DE 101 08 466 A1 bekannt. Bei dem Zwischenelement handelt es ich um einen Unterlegring mit einem kreisfƶrmigen Querschnitt, der in einem Bereich, in dem sowohl das Brennstoffeinspritzventil als auch die Wandung der Aufnahmebohrung im Zylinderkopf kegelstumpffƶrmig verlaufen, angeordnet ist und als Ausgleichselement zur Lagerung und StĆ¼tzung des Brennstoffeinspritzventils dient.Another type of simple intermediate element for a fuel injection device is already out of the DE 101 08 466 A1 known. The intermediate element is a sub-ring having a circular cross-section which is frusto-conical in a region in which both the fuel injection valve and the wall of the receiving bore in the cylinder head are frustoconical run, arranged and serves as a compensation element for storage and support of the fuel injection valve.

Kompliziertere und in der Herstellung deutlich aufwƤndigere Zwischenelemente fĆ¼r Brennstoffeinspritzvorrichtungen sind u.a. auch aus den DE 100 27 662 A1 , DE 100 38 763 A1 und EP 1 223 337 A1 bekannt. Diese Zwischenelemente zeichnen sich dadurch aus, dass sie allesamt mehrteilig bzw. mehrlagig aufgebaut sind und z.T. Dicht- und DƤmpfungsfunktionen Ć¼bernehmen sollen. Das aus der DE 100 27 662 A1 bekannte Zwischenelement umfasst einen Grund- und TrƤgerkƶrper, in dem ein Dichtmittel eingesetzt ist, das von einem DĆ¼senkƶrper des Brennstoffeinspritzventils durchgriffen wird. Aus der DE 100 38 763 A1 ist ein mehrlagiges Ausgleichselement bekannt, das sich aus zwei starren Ringen und einem sandwichartig dazwischen angeordneten elastischen Zwischenring zusammensetzt. Dieses Ausgleichselement ermƶglicht sowohl ein Verkippen des Brennstoffeinspritzventils zur Achse der Aufnahmebohrung Ć¼ber einen relativ groƟen Winkelbereich als auch ein radiales Verschieben des Brennstoffeinspritzventils aus der Mittelachse der Aufnahmebohrung.Complicated and in the production significantly more expensive intermediate elements for fuel injection devices include the DE 100 27 662 A1 . DE 100 38 763 A1 and EP 1 223 337 A1 known. These intermediate elements are characterized by the fact that they are all constructed in several parts or multi-layered and should partially take over sealing and damping functions. That from the DE 100 27 662 A1 known intermediate element comprises a base and carrier body, in which a sealing means is used, which is penetrated by a nozzle body of the fuel injection valve. From the DE 100 38 763 A1 is a multi-layer compensating element is known, which is composed of two rigid rings and sandwiched therebetween elastic intermediate ring. This compensating element allows both a tilting of the fuel injection valve to the axis of the receiving bore over a relatively large angular range as well as a radial displacement of the fuel injection valve from the central axis of the receiving bore.

Ein ebenfalls mehrlagiges Zwischenelement ist auch aus der EP 1 223 337 A1 bekannt, wobei dieses Zwischenelement aus mehreren Unterlegscheiben zusammengesetzt ist, die aus einem DƤmpfungsmaterial bestehen. Das DƤmpfungsmaterial aus Metall, Gummi oder PTFE ist dabei so gewƤhlt und ausgelegt, dass eine GerƤuschdƤmpfung der durch den Betrieb des Brennstoffeinspritzventils erzeugten Vibrationen und GerƤusche ermƶglicht wird. Das Zwischenelement muss dazu jedoch vier bis sechs Lagen umfassen, um einen gewĆ¼nschten DƤmpfungseffekt zu erzielen.A likewise multi-layered intermediate element is also from the EP 1 223 337 A1 known, this intermediate element is composed of a plurality of washers, which consist of a damping material. The damping material made of metal, rubber or PTFE is chosen and designed so that a noise attenuation of the vibrations generated by the operation of the fuel injection valve and noise is made possible. The intermediate element must, however, include four to six layers to achieve a desired damping effect.

DƤmpfungselemente in Scheibenform fĆ¼r einen Kraftstoffinjektor, insbesondere einen Injektor zur Einspritzung von Dieselkraftstoff in einem Common-Rail-System sind auch bereits aus der DE 10 2005 057 313 A1 bekannt. Die DƤmpfungsscheiben sollen zwischen dem Einspritzventil und der Wandung der Aufnahmebohrung im Zylinderkopf derart eingebracht sein, dass auch bei hohen AnpresskrƤften eine DƤmpfung von Kƶrperschall ermƶglicht ist, so dass die GerƤuschemissionen reduziert werden. Das ringfƶrmige DƤmpfungselement liegt mit einer RingflƤche an der StĆ¼tzflƤche des Zylinderkopfes an und mit einer umlaufenden Wulst an der konischen StĆ¼tzflƤche des Injektors an. Diese Gesamtanordnung hat jedoch den Nachteil, dass die Auflagepunkte des DƤmpfungselements am Zylinderkopf und am Injektor in radialer Richtung gesehen recht nahe beieinander liegen und das DƤmpfungselement aufgrund seiner Einbausituation recht steif ausgefĆ¼hrt ist. Dies hat zur Folge, dass bei dieser Anordnung immer noch deutlich hƶrbare GerƤuschemissionen vorliegen.Damping elements in disk form for a fuel injector, in particular an injector for injection of diesel fuel in a common rail system are also already from the DE 10 2005 057 313 A1 known. The damping discs should be introduced between the injection valve and the wall of the receiving bore in the cylinder head so that even at high contact forces damping of structure-borne noise is made possible, so that the noise emissions be reduced. The annular damping element abuts with an annular surface on the support surface of the cylinder head and with a circumferential bead on the conical support surface of the injector. However, this overall arrangement has the disadvantage that the contact points of the damping element on the cylinder head and the injector seen in the radial direction are very close to each other and the damping element is designed to be quite stiff due to its installation situation. This has the consequence that in this arrangement still clearly audible noise emissions.

Zur Reduzierung von GerƤuschemissionen schlƤgt die US 6,009,856 A zudem vor, das Brennstoffeinspritzventil mit einer HĆ¼lse zu umgeben und den entstehenden Zwischenraum mit einer elastischen, gerƤuschdƤmpfenden Masse auszufĆ¼llen. Diese Art der GerƤuschdƤmpfung ist allerdings sehr aufwƤndig, montageunfreundlich und kostspielig.To reduce noise emissions proposes the US 6,009,856 A moreover, to surround the fuel injection valve with a sleeve and to fill the resulting gap with an elastic, noise-damping mass. This type of noise reduction is very complex, easy to install and expensive.

Aus der EP 1 764 501 A1 ist bereits ein Entkopplungselement fĆ¼r eine Brennstoffeinspritzvorrichtung fĆ¼r Brennstoffeinspritzanlagen von Brennkraftmaschinen, insbesondere zum direkten Einspritzen von Brennstoff in einen Brennraum, bekannt. Die Brennstoffeinspritzvorrichtung umfasst dabei wenigstens ein Brennstoffeinspritzventil und eine Aufnahmebohrung fĆ¼r das Brennstoffeinspritzventil, wƤhrend das Entkopplungselement zwischen einem VentilgehƤuse des Brennstoffeinspritzventils und einer Unterlegscheibe (washer) in der Aufnahmebohrung eingebracht ist. ZusƤtzlich zu diesen MaƟnahmen mit den Unterlegscheiben im Bereich Clamp/Injektor, Clamp/Zylinder und Clamp/Bolzen kann auch noch ein Entkopplungsmaterial in diesem Bereich vorgesehen sein. Das Entkopplungsmaterial ist dabei als scheibenfƶrmiges Element im oben beschriebenen Bereich eingelegt. Als Materialien fĆ¼r das Entkopplungselement kommen Verbundmaterialien (composite material) wie mit MetallfƤden verstƤrkter Kunststoff auf Basis einer Phenolmatrix in Frage. In jedem Fall ist das Entkopplungsmaterial auf einem TrƤgerkƶrper aufgelegt bzw. aufgebracht, der als Unterlegscheibe ausgeformt ist und einen steifen Kƶrper bildet, der wiederum im Auflagebereich an einer Stufe der Aufnahmebohrung als Widerlager fĆ¼r das Entkopplungselement aus dem Entkopplungsmaterial dient.From the EP 1 764 501 A1 is already a decoupling element for a fuel injection device for fuel injection systems of internal combustion engines, in particular for the direct injection of fuel into a combustion chamber, known. The fuel injection device comprises at least one fuel injection valve and a receiving bore for the fuel injection valve, while the decoupling element is inserted between a valve housing of the fuel injection valve and a washer in the receiving bore. In addition to these measures with the washers in the area of clamp / injector, clamp / cylinder and clamp / bolt, a decoupling material may also be provided in this area. The decoupling material is inserted as a disk-shaped element in the above-described area. Suitable materials for the decoupling element are composite materials such as metal-fiber reinforced plastic based on a phenolic matrix. In any case, the decoupling material is placed or applied on a carrier body, which is formed as a washer and forms a rigid body, which in turn serves in the support area at a stage of the receiving bore as an abutment for the decoupling element from the decoupling material.

Vorteile der ErfindungAdvantages of the invention

Das erfindungsgemƤƟe Entkopplungselement fĆ¼r eine Brennstoffeinspritzvorrichtung mit den kennzeichnenden Merkmalen des Anspruchs 1 hat den Vorteil, dass in sehr einfacher Bauweise eine verbesserte GerƤuschminderung durch Entkopplung bzw. Isolation erreicht wird. ErfindungsgemƤƟ ist die Federsteifigkeit des Entkopplungselements derart niedrig gewƤhlt und ist das Entkopplungselement so zwischen dem VentilgehƤuse des Brennstoffeinspritzventils und der Wandung der Aufnahmebohrung platziert, dass die Entkoppelresonanz fR im Frequenzbereich unter 2,5 kHz liegt. Auf diese Weise ergeben sich beim Einbau des Entkopplungselements in einer Brennstoffeinspritzvorrichtung mit Injektoren fĆ¼r eine Kraftstoffdirekteinspritzung, insbesondere mit piezoaktorbetriebenen Injektoren mehrere positive und vorteilhafte Aspekte. Die niedrige Steifigkeit des Entkopplungselements ermƶglicht eine effektive Entkopplung des Brennstoffeinspritzventils vom Zylinderkopf und verringert dadurch im gerƤuschkritischen Betrieb deutlich die in den Zylinderkopf eingeleitete Kƶrperschallleistung und damit das vom Zylinderkopf abgestrahlte GerƤusch.The decoupling element according to the invention for a fuel injection device with the characterizing features of claim 1 has the advantage that in a very simple design improved noise reduction by decoupling or isolation is achieved. According to the invention, the spring stiffness of the decoupling element is selected to be so low and the decoupling element is placed between the valve housing of the fuel injection valve and the wall of the receiving bore, that the Entkoppelresonanz f R is in the frequency range below 2.5 kHz. In this way, when installing the decoupling element in a fuel injection device with injectors for a direct fuel injection, in particular with piezo actuator injectors several positive and advantageous aspects. The low rigidity of the decoupling element enables effective decoupling of the fuel injection valve from the cylinder head and thereby significantly reduces in noise-critical operation the introduced into the cylinder head structure-borne sound power and thus the radiated from the cylinder head noise.

Dazu ist es von Vorteil, dass die Aufnahmebohrung fĆ¼r das Brennstoffeinspritzventil in einem Zylinderkopf ausgebildet ist und die Aufnahmebohrung eine Schulter besitzt, die senkrecht zur Erstreckung der Aufnahmebohrung verlƤuft und auf der das Entkopplungselement mit seinem radial ƤuƟeren Auflagebereich teilweise aufliegt und das Brennstoffeinspritzventil wiederum mit einer senkrecht zur VentillƤngsachse verlaufenden AuƟenkontur des VentilgehƤuses an dem radial inneren Auflagebereich des Entkopplungselements anliegt.For this purpose, it is advantageous that the receiving bore for the fuel injection valve is formed in a cylinder head and the receiving bore has a shoulder which is perpendicular to the extension of the receiving bore and on which the decoupling element partially rests with its radially outer bearing region and the fuel injection valve in turn with a vertical extending to the valve longitudinal axis outer contour of the valve housing rests against the radially inner bearing region of the decoupling element.

In vorteilhafter Weise ist das Entkopplungselement ringscheibenfƶrmig und insgesamt napf- bzw. tellerfƶrmig ausgebildet. Der Querschnitt des Entkopplungselements hat dabei eine S-fƶrmige Kontur mit zwei Radien zu den Auflagebereichen hin. Der Einbau kann beiden Ausrichtungen des Entkopplungselements erfolgen, also napffƶrmig mit dem Boden nach unten oder invers napffƶrmig mit dem Boden nach oben.In an advantageous manner, the decoupling element is annular disk-shaped and overall cup-shaped or dish-shaped. The cross section of the decoupling element has an S-shaped contour with two radii to the support areas. The installation can be done both orientations of the decoupling element, so cup-shaped with the bottom down or inversely cup-shaped with the bottom up.

Durch die in den UnteransprĆ¼chen aufgefĆ¼hrten MaƟnahmen sind vorteilhafte Weiterbildungen und Verbesserungen der im Anspruch 1 angegebenen Brennstoffeinspritzvorrichtung mƶglich.The measures listed in the dependent claims advantageous refinements and improvements of the claim 1 fuel injection device are possible.

Besonders vorteilhaft ist es, das Entkopplungselement so auszubilden, dass die beiden Auflagebereiche des Entkopplungselements im radial ƤuƟeren und radial inneren Randbereich derart weitestmƶglich voneinander beabstandet gewƤhlt sind, dass ein maximal mƶglicher Hebelarm entsteht.It is particularly advantageous to design the decoupling element in such a way that the two bearing regions of the decoupling element in the radially outer and radially inner edge regions are selected as far apart as possible so that a maximum possible lever arm is created.

Je nach Einsatz in einem Wechseldrucksystem oder in einem Konstantdrucksystem ist das Entkopplungselement in besonders vorteilhafter Weise mit einer nicht-linearen progressiven Federkennlinie oder mit einer nicht-linearen degressiven Federkennlinie ausgelegt.Depending on the use in an alternating pressure system or in a constant pressure system, the decoupling element is designed in a particularly advantageous manner with a non-linear progressive spring characteristic or with a non-linear degressive spring characteristic.

Zeichnungdrawing

AusfĆ¼hrungsbeispiele der Erfindung sind in der Zeichnung vereinfacht dargestellt und in der nachfolgenden Beschreibung nƤher erlƤutert. Es zeigen

Figur 1
eine teilweise dargestellte Brennstoffeinspritzvorrichtung in einer bekannten AusfĆ¼hrung mit einem scheibenfƶrmigen Zwischenelement,
Figur 2
ein mechanisches Ersatzschaltbild der AbstĆ¼tzung des Brennstoffeinspritzventils im Zylinderkopf bei der Kraftstoffdirekteinspritzung, das ein gewƶhnliches Feder-Masse-DƤmpfer-System wiedergibt,
Figur 3
das Ɯbertragungsverhalten eines in Figur 2 gezeigten Feder-Masse-DƤmpfer-Systems mit einer VerstƤrkung bei niedrigen Frequenzen im Bereich der Resonanzfrequenz fR und einem Isolationsbereich oberhalb der Entkoppelfrequenz fE,
Figur 4
eine teilweise dargestellte Brennstoffeinspritzvorrichtung mit einem erfindungsgemƤƟen Entkopplungselement,
Figur 5
einen Querschnitt durch eine erste AusfĆ¼hrung eines erfindungsgemƤƟen Entkopplungselements gemƤƟ Figur 4,
Figur 6
einen Querschnitt durch eine zweite AusfĆ¼hrung eines erfindungsgemƤƟen Entkopplungselements in einer zweiteiligen Lƶsung,
Figur 7
eine dritte AusfĆ¼hrung eines erfindungsgemƤƟen Entkopplungselements in einer Draufsicht,
Figur 8
einen Querschnitt durch das erfindungsgemƤƟe Entkopplungselement entlang der Linie VIII-VIII in Figur 7,
Figur 9
eine vierte AusfĆ¼hrung eines erfindungsgemƤƟen Entkopplungselements in einer Draufsicht,
Figur 10
einen Querschnitt durch das erfindungsgemƤƟe Entkopplungselement entlang der Linie X-X in Figur 9,
Figur 11
eine teilweise dargestellte Brennstoffeinspritzvorrichtung mit einem fĆ¼nften erfindungsgemƤƟen Entkopplungselement,
Figur 12
eine teilweise dargestellte Brennstoffeinspritzvorrichtung mit einem sechsten erfindungsgemƤƟen Entkopplungselement,
Figur 13
eine nicht-lineare, progressive Federkennlinie fĆ¼r ein erfindungsgemƤƟes Entkopplungselement, das in einem Wechseldrucksystem zum Einsatz kommen kann und
Figur 14
eine nicht-lineare, degressive Federkennlinie fĆ¼r ein erfindungsgemƤƟes Entkopplungselement, das in einem Konstantdrucksystem zum Einsatz kommen kann.
Embodiments of the invention are shown in simplified form in the drawing and explained in more detail in the following description. Show it
FIG. 1
a partially illustrated fuel injection device in a known embodiment with a disc-shaped intermediate element,
FIG. 2
a mechanical equivalent circuit diagram of the fuel injection valve in the cylinder head in the direct fuel injection, which represents a conventional spring-mass-damper system,
FIG. 3
the transmission behavior of an in FIG. 2 shown spring mass-damper system with a gain at low frequencies in the range of the resonant frequency f R and an isolation range above the decoupling frequency f E ,
FIG. 4
a partially illustrated fuel injection device with a decoupling element according to the invention,
FIG. 5
a cross section through a first embodiment of a decoupling element according to the invention according to FIG. 4 .
FIG. 6
a cross section through a second embodiment of a decoupling element according to the invention in a two-part solution,
FIG. 7
a third embodiment of a decoupling element according to the invention in a plan view,
FIG. 8
a cross section through the decoupling element according to the invention along the line VIII-VIII in FIG. 7 .
FIG. 9
A fourth embodiment of a decoupling element according to the invention in a plan view,
FIG. 10
a cross section through the decoupling element according to the invention along the line XX in FIG. 9 .
FIG. 11
a partially illustrated fuel injection device with a fifth inventive decoupling element,
FIG. 12
a partially illustrated fuel injection device with a sixth decoupling element according to the invention,
FIG. 13
a non-linear, progressive spring characteristic for a decoupling element according to the invention which can be used in an alternating pressure system and
FIG. 14
a non-linear, degressive spring characteristic for a decoupling element according to the invention, which can be used in a constant pressure system.

Beschreibung der AusfĆ¼hrungsbeispieleDescription of the embodiments

Zum VerstƤndnis der Erfindung wird im Folgenden anhand der Figur 1 eine bekannte AusfĆ¼hrungsform einer Brennstoffeinspritzvorrichtung nƤher beschrieben. In der Figur 1 ist als ein AusfĆ¼hrungsbeispiel ein Ventil in der Form eines Einspritzventils 1 fĆ¼r Brennstoffeinspritzanlagen von gemischverdichtenden fremdgezĆ¼ndeten Brennkraftmaschinen in einer Seitenansicht dargestellt. Das Brennstoffeinspritzventil 1 ist Teil der Brennstoffeinspritzvorrichtung. Mit einem stromabwƤrtigen Ende ist das Brennstoffeinspritzventil 1, das in Form eines direkt einspritzenden Einspritzventils zum direkten Einspritzen von Brennstoff in einen Brennraum 25 der Brennkraftmaschine ausgefĆ¼hrt ist, in eine Aufnahmebohrung 20 eines Zylinderkopfes 9 eingebaut. Ein Dichtring 2, insbesondere aus Teflon Ā®, sorgt fĆ¼r eine optimale Abdichtung des Brennstoffeinspritzventils 1 gegenĆ¼ber der Wandung der Aufnahmebohrung 20 des Zylinderkopfes 9.For the understanding of the invention is described below with reference to the FIG. 1 a known embodiment of a fuel injection device described in more detail. In the FIG. 1 is shown as an embodiment, a valve in the form of an injection valve 1 for fuel injection systems of mixture-compression spark-ignited internal combustion engines in a side view. The fuel injection valve 1 is part of the fuel injection device. With a downstream end, the fuel injection valve 1, which is designed in the form of a direct-injection injector for injecting fuel directly into a combustion chamber 25 of the internal combustion engine, is installed in a receiving bore 20 of a cylinder head 9. A sealing ring 2, in particular of TeflonĀ®, ensures optimum sealing of the fuel injection valve 1 with respect to the wall of the receiving bore 20 of the cylinder head 9.

Zwischen einem Absatz 21 eines VentilgehƤuses 22 (nicht gezeigt) oder einer unteren Stirnseite 21 eines AbstĆ¼tzelements 19 (Figur 1) und einer z.B. rechtwinklig zur LƤngserstreckung der Aufnahmebohrung 20 verlaufenden Schulter 23 der Aufnahmebohrung 20 ist ein flaches Zwischenelement 24 eingelegt, das in Form einer Unterlegscheibe ausgefĆ¼hrt ist. Mit Hilfe eines solchen Zwischenelements 24 bzw. zusammen mit einem steifen AbstĆ¼tzelement 19, das z.B. zum Brennstoffeinspritzventil 1 hin nach innen eine gewƶlbte BerĆ¼hrungsflƤche besitzt, werden Fertigungs- und Montagetoleranzen ausgeglichen und eine querkraftfreie Lagerung auch bei leichter Schiefstellung des Brennstoffeinspritzventils 1 sichergestellt.Between a shoulder 21 of a valve housing 22 (not shown) or a lower end face 21 of a support element 19 (FIG. FIG. 1 ) and a, for example, at right angles to the longitudinal extension of the receiving bore 20 extending shoulder 23 of the receiving bore 20, a flat intermediate element 24 is inserted, which is designed in the form of a washer. With the help of such an intermediate element 24 or together with a rigid support member 19, for example, to the fuel injector 1 inwardly has a curved contact surface, manufacturing and assembly tolerances are compensated and ensured a lateral force free storage even with slight misalignment of the fuel injector 1.

Das Brennstoffeinspritzventil 1 weist an seinem zulaufseitigen Ende 3 eine Steckverbindung zu einer Brennstoffverteilerleitung (Fuel Rail) 4 auf, die durch einen Dichtring 5 zwischen einem Anschlussstutzen 6 der Brennstoffverteilerleitung 4, der im Schnitt dargestellt ist, und einem Zulaufstutzen 7 des Brennstoffeinspritzventils 1 abgedichtet ist. Das Brennstoffeinspritzventil 1 ist in eine Aufnahmeƶffnung 12 des Anschlussstutzens 6 der Brennstoffverteilerleitung 4 eingeschoben. Der Anschlussstutzen 6 geht dabei z.B. einteilig aus der eigentlichen Brennstoffverteilerleitung 4 hervor und besitzt stromaufwƤrts der Aufnahmeƶffnung 12 eine durchmesserkleinere Strƶmungsƶffnung 15, Ć¼ber die die Anstrƶmung des Brennstoffeinspritzventils 1 erfolgt. Das Brennstoffeinspritzventil 1 verfĆ¼gt Ć¼ber einen elektrischen Anschlussstecker 8 fĆ¼r die elektrische Kontaktierung zur BetƤtigung des Brennstoffeinspritzventils 1.The fuel injection valve 1 has at its inlet-side end 3 a plug connection to a fuel rail (fuel rail) 4, which by a sealing ring 5 between a connecting piece 6 of the fuel distribution line 4, the is shown in section, and an inlet nozzle 7 of the fuel injection valve 1 is sealed. The fuel injection valve 1 is inserted into a receiving opening 12 of the connection piece 6 of the fuel distribution line 4. The connecting piece 6 is, for example, in one piece from the actual fuel distributor line 4 and has upstream of the receiving opening 12 a smaller diameter flow opening 15 through which the flow of the fuel injection valve 1 takes place. The fuel injection valve 1 has an electrical connection plug 8 for the electrical contacting for actuating the fuel injection valve 1.

Um das Brennstoffeinspritzventil 1 und die Brennstoffverteilerleitung 4 weitgehend radialkraftfrei voneinander zu beabstanden und das Brennstoffeinspritzventil 1 sicher in der Aufnahmebohrung des Zylinderkopfes niederzuhalten, ist ein Niederhalter 10 zwischen dem Brennstoffeinspritzventil 1 und dem Anschlussstutzen 6 vorgesehen. Der Niederhalter 10 ist als bĆ¼gelfƶrmiges Bauteil ausgefĆ¼hrt, z.B. als Stanz-BiegeTeil. Der Niederhalter 10 weist ein teilringfƶrmiges Grundelement 11 auf, von dem aus abgebogen ein NiederhaltebĆ¼gel 13 verlƤuft, der an einer stromabwƤrtigen EndflƤche 14 des Anschlussstutzens 6 an der Brennstoffverteilerleitung 4 im eingebauten Zustand anliegt.In order to space the fuel injection valve 1 and the fuel distributor line 4 substantially free of radial force from one another and to hold down the fuel injection valve 1 securely in the receiving bore of the cylinder head, a holding-down device 10 is provided between the fuel injection valve 1 and the connecting piece 6. The hold-down 10 is designed as a bow-shaped component, e.g. as punching and bending part. The hold-down device 10 has a part-ring-shaped base element 11, from which a hold-down bar 13 extends, which abuts against a downstream end face 14 of the connecting piece 6 on the fuel distributor line 4 in the installed state.

Aufgabe der Erfindung ist es, gegenĆ¼ber den bekannten Zwischenelemente- und DƤmpfungsscheibenlƶsungen auf einfache Art und Weise eine verbesserte GerƤuschminderung, vor allen Dingen im gerƤuschkritischen Leerlaufbetrieb aber auch in Konstantdrucksystemen bei Systemdruck, durch eine gezielte Auslegung und Geometrie des Zwischenelements 24 zu erreichen. Die maƟgebliche GerƤuschquelle des Brennstoffeinspritzventils 1 bei der direkten Hochdruckeinspritzung sind die wƤhrend des Ventilbetriebs in den Zylinderkopf 9 eingeleiteten KrƤfte (Kƶrperschall), die zu einer strukturellen Anregung des Zylinderkopfs 9 fĆ¼hren und von diesem als Luftschall abgestrahlt werden. Um eine GerƤuschverbesserung zu erreichen, ist daher eine Minimierung der in den Zylinderkopf 9 eingeleiteten KrƤfte anzustreben. Neben der Verringerung der durch die Einspritzung verursachten KrƤfte kann dies durch eine Beeinflussung des Ɯbertragungsverhaltens zwischen dem Brennstoffeinspritzventil 1 und dem Zylinderkopf 9 erreicht werden.The object of the invention is to achieve over the known Zwischenelemente- and DƤmpfungsscheibenlƶsungen in a simple manner improved noise reduction, especially in noise-critical idling operation but also in constant pressure systems at system pressure, through a targeted design and geometry of the intermediate element 24. The relevant source of noise of the fuel injection valve 1 in the direct high-pressure injection are introduced during the valve operation in the cylinder head 9 forces (structure-borne sound), which lead to a structural excitation of the cylinder head 9 and are emitted from this as airborne sound. In order to achieve a noise improvement, therefore, a minimization of the introduced into the cylinder head 9 forces should be sought. In addition to reducing the forces caused by the injection, this can be achieved by influencing the transmission behavior between the fuel injection valve 1 and the cylinder head 9.

Im mechanischen Sinne kann die Lagerung des Brennstoffeinspritzventils 1 auf dem passiven Zwischenelement 24 in der Aufnahmebohrung 20 des Zylinderkopfes 9 als ein gewƶhnliches Feder-Masse-DƤmpfer-System abgebildet werden, wie dies in Figur 2 dargestellt ist. Die Masse M des Zylinderkopfs 9 kann dabei gegenĆ¼ber der Masse m des Brennstoffeinspritzventils 1 in erster NƤherung als unendlich groƟ angenommen werden. Das Ɯbertragungsverhalten eines solchen Systems zeichnet sich durch eine VerstƤrkung bei niedrigen Frequenzen im Bereich der Resonanzfrequenz fR (Entkoppelresonanz) und einen Isolationsbereich oberhalb der Entkoppelfrequenz fE aus (siehe Figur 3).In the mechanical sense, the bearing of the fuel injector 1 can be mapped on the passive intermediate member 24 in the receiving bore 20 of the cylinder head 9 as a conventional spring-mass-damper system, as shown in FIG FIG. 2 is shown. The mass M of the cylinder head 9 can be assumed to be infinite compared to the mass m of the fuel injection valve 1 in the first approximation. The transmission behavior of such a system is characterized by a gain at low frequencies in the range of the resonant frequency f R (decoupling resonance) and an isolation range above the decoupling frequency f E (see FIG. 3 ).

Ausgehend von diesem sich aus dem Feder-Masse-DƤmpfer-System ergebenden Ɯbertragungsverhalten ergeben sich zur GerƤuschminderung mehrere Mƶglichkeiten:

  1. 1. Verschiebung der Eigenfrequenz zu kleineren Frequenzen, so dass der Isolationsbereich einen mƶglichst groƟen Teil des hƶrbaren Frequenzspektrums umfasst. Dies kann Ć¼ber eine niedrigere Steifigkeit c des Zwischenelementes 24 erreicht werden.
  2. 2. Erhƶhung der DƤmpfungseigenschaften (z.B. Reibung) des Zwischenelementes 24, um eine AbschwƤchung der VerstƤrkung bei niedrigen Frequenzen zu erreichen. Mit hƶheren DƤmpfungseigenschaften verringert sich jedoch ebenso die Isolationswirkung in den hƶheren Frequenzbereichen.
  3. 3. Eine Kombination der beiden vorgenannten Mƶglichkeiten.
Based on this resulting from the spring-mass-damper system transmission behavior results in noise reduction several possibilities:
  1. 1. shift the natural frequency to lower frequencies, so that the isolation range covers as much of the audible frequency spectrum. This can be achieved via a lower rigidity c of the intermediate element 24.
  2. 2. Increasing the damping characteristics (eg, friction) of the intermediate element 24 to achieve attenuation of the gain at low frequencies. With higher damping properties, however, also reduces the insulation effect in the higher frequency ranges.
  3. 3. A combination of the two aforementioned possibilities.

Ziel der Erfindung ist die Auslegung eines Zwischenelementes 24 unter der vorrangigen Verwendung der elastischen Isolation (Entkopplung) zur GerƤuschminderung. Die Erfindung umfasst dabei zum einen die Definition und Auslegung einer geeigneten Federkennlinie unter BerĆ¼cksichtigung der typischen Anforderungen und Randbedingungen bei der Kraftstoffdirekteinspritzung und zum anderen die Auslegung eines Zwischenelementes 24, welches in der Lage ist, die Charakteristik der so definierten Federkennlinie abzubilden und Ć¼ber eine Wahl einfacher geometrischer Parameter an die spezifischen Randbedingungen des Einspritzsystems angepasst werden kann. Zu den Federkennlinien wird anhand der Figuren 13 und 14 Bezug genommen.The aim of the invention is the design of an intermediate element 24 under the priority use of elastic isolation (decoupling) for noise reduction. The invention comprises on the one hand the definition and design of a suitable spring characteristic taking into account the typical requirements and boundary conditions in the direct fuel injection and on the other the design of an intermediate element 24 which is able to map the characteristic of the spring characteristic defined in this way and easier on a choice geometric parameter to the specific boundary conditions of the Injection system can be adjusted. To the spring characteristics is determined by the FIGS. 13 and 14 Referenced.

Die Entkopplung des Brennstoffeinspritzventils 1 vom Zylinderkopf 9 mit Hilfe einer geringen Federsteifigkeit c des Zwischenelements 24, das im Folgenden als Entkopplungselement 240 bezeichnet wird, wird neben dem geringen Bauraum durch eine EinschrƤnkung der zulƤssigen Maximalbewegung des Brennstoffeinspritzventils 1 wƤhrend des Motorbetriebs erschwert.The decoupling of the fuel injection valve 1 from the cylinder head 9 by means of a low spring stiffness c of the intermediate element 24, which is referred to below as decoupling element 240, is made more difficult in addition to the small installation space by restricting the maximum permissible movement of the fuel injection valve 1 during engine operation.

Im Betrieb von Brennstoffeinspritzventilen zur Kraftstoffeinspritzung in Verbrennungsmotoren entstehen an der Schnittstelle zur Einbauumgebung dieser Einspritzventile prinzipbedingt WechselkrƤfte Ć¼ber einen breiten Frequenzbereich. Diese WechselkrƤfte regen die Umgebung zu Schwingungen an, die wiederum als GerƤusch abgestrahlt und wahrgenommen werden kƶnnen. Zur Vermeidung dieser oftmals als stƶrend wahrgenommenen GerƤusche werden heute DƤmpfungselemente zur SchwingungsdƤmpfung (Energiedissipation) beschrieben (siehe Abschnitt "Stand der Technik") und auch eingesetzt. Diese DƤmpfungselemente sind dabei darĆ¼ber hinaus hƤufig aus verschiedenen Materialen und Einzelteilen zusammengesetzt.In the operation of fuel injection valves for fuel injection in internal combustion engines arise at the interface to the installation environment of these injectors inherently alternating forces over a wide frequency range. These alternating forces stimulate the environment to vibrate, which in turn can be emitted as a sound and perceived. To avoid these often perceived as disturbing noises today damping elements for vibration damping (energy dissipation) are described (see section "state of the art") and also used. Moreover, these damping elements are often composed of different materials and individual parts.

DƤmpfungselemente der bekannten Art zielen jedoch auf eine Reduktion des Krafteintrags durch breitbandige Energiedissipation z.B. durch Mikroschlupf oder MaterialdƤmpfung im Inneren des DƤmpfungselementes. Der Kraftschluss zwischen dem Brennstoffeinspritzventil und der Umgebung kann dabei aber nur begrenzt reduziert werden. DƤmpfungsmechanismen sind proportional der Verschiebung bzw. Geschwindigkeit Ć¼ber dem DƤmpfungselement, fĆ¼r deren Entstehung eine Kraft vorhanden sein muss, die damit Ć¼ber das DƤmpfungselement in die Struktur eingeleitet wird.Damping elements of the known type, however, aim at a reduction of the force input by broadband energy dissipation, e.g. by micro-slip or material damping in the interior of the damping element. However, the adhesion between the fuel injection valve and the environment can be reduced only limited. Damping mechanisms are proportional to the displacement or speed over the damping element, for the formation of which a force must be present, which is thus introduced into the structure via the damping element.

Mithilfe eines erfindungsgemƤƟen Entkopplungselementes 240 kann dagegen Ć¼ber einen groƟen Frequenzbereich oberhalb der Entkoppelresonanz fR der Kraftfluss vom Brennstoffeinspritzventil 1 weitgehend unterbunden werden. Die Entkoppelresonanz fR kann dabei in einen Frequenzbereich verschoben werden, in der die resonante VerstƤrkung durch andere MotorgerƤuschanteile weitgehend maskiert wird (Figur 3).By contrast, with the aid of a decoupling element 240 according to the invention, the force flow from the fuel injection valve 1 can largely be prevented over a large frequency range above the decoupling resonance f R. The decoupling resonance In this case, f R can be shifted into a frequency range in which the resonant amplification is largely masked by other engine noise components ( FIG. 3 ).

ErfindungsgemƤƟ zeichnet sich das Entkopplungselement 240 dadurch aus, dass es zur Reduzierung des Kraftflusses zwischen dem Brennstoffeinspritzventil 1 und seiner Einbauumgebung mit dem Ziel der Reduktion unerwĆ¼nschter GerƤuschanregung in der umgebenden Struktur dient. Bei den im Folgenden beschriebenen AusfĆ¼hrungsformen der Entkopplungselemente 240 sind die jeweils vorteilhafte AusprƤgung der Federcharakteristik bei der Geometriegestaltung und Materialwahl des Entkopplungselementes 240 einbezogen, d.h. progressives Verhalten bei Konstantdrucksystemen und degressives Verhalten bei Wechseldrucksystemen.According to the invention, the decoupling element 240 is characterized in that it serves to reduce the flow of force between the fuel injector 1 and its installation environment with the aim of reducing unwanted noise excitation in the surrounding structure. In the embodiments of the decoupling elements 240 described below, the respective advantageous characteristics of the spring characteristic are included in the geometry design and material selection of the decoupling element 240, i. progressive behavior in constant pressure systems and degressive behavior in alternating pressure systems.

Das Entkopplungselement 240 in seiner Ausbildung und Einbausituation zielt dabei also primƤr auf den Effekt der Schwingungsentkopplung und nicht den der SchwingungsdƤmpfung. Das Entkopplungselement 240 wird hinsichtlich seiner Steifigkeitseigenschaften ausgelegt und nicht wie bei bekannten DƤmpfungsscheiben hinsichtlich des DƤmpfungsverhaltens. DƤmpfung, z.B. in Form von Kunststoff- oder Elastomerschichten, kann jedoch ergƤnzend zur Beherrschung der Entkoppelresonanz fR eingesetzt werden.The decoupling element 240 in its design and installation situation thus primarily aims at the effect of the vibration decoupling and not the vibration damping. The decoupling element 240 is designed with regard to its rigidity properties and not with respect to the damping behavior, as is the case with known damping disks. Damping, for example in the form of plastic or elastomer layers, but can be used in addition to control the Entkoppelresonanz f R.

In der Figur 4 ist eine teilweise dargestellte Brennstoffeinspritzvorrichtung mit einem erfindungsgemƤƟen Entkopplungselement 240 gezeigt, wƤhrend in Figur 5 ein Querschnitt durch eine erste AusfĆ¼hrung des Entkopplungselements 240 gemƤƟ Figur 4 gezeigt ist. Bei dieser AusfĆ¼hrung der Brennstoffeinspritzvorrichtung handelt es sich um ein System fĆ¼r die Benzindirekteinspritzung mit Brennstoffeinspritzventilen 1, die mit Piezoaktoren betrieben und z.B. in einem Konstantdrucksystem eingesetzt werden. Das Entkopplungselement 240 ist in vorteilhafter Weise als metallische Lochscheibe ausgefĆ¼hrt, die insofern ringfƶrmig verlƤuft. Ein metallischer Werkstoff bietet sich auch insofern an, dass dieser mit kostengĆ¼nstigen Fertigungsverfahren (z.B. Drehen, Tiefziehen) bearbeitbar ist, um die gewĆ¼nschten Geometrien des Entkopplungselementes 240 maƟhaltig herstellen zu kƶnnen.In the FIG. 4 a partially shown fuel injector is shown with a decoupling element 240 according to the invention, while in FIG. 5 a cross-section through a first embodiment of the decoupling element 240 according to FIG. 4 is shown. In this embodiment of the fuel injection device is a system for gasoline direct injection with fuel injection valves 1, which are operated with piezo actuators and used for example in a constant pressure system. The decoupling element 240 is carried out in an advantageous manner as a metallic perforated disc, which extends in this respect annular. A metallic material also lends itself to the extent that it can be processed with cost-effective production methods (for example, turning, deep-drawing) in order to be able to produce the desired geometries of the decoupling element 240 dimensionally stable.

Die Federsteifigkeit des Entkopplungselementes 240 ist im VerhƤltnis zur Masse des Brennstoffeinspritzventils 1, die bei ca. 250g liegt, niedrig gewƤhlt (20 - 40 kN/mm). Damit kƶnnen bei der Benzindirekteinspritzung dieses Typs auftretende stƶrende GerƤusche, die typischerweise in einem Frequenzbereich von 2,5 - 14 kHz liegen, gezielt breitbandig entkoppelt werden. Die Entkoppelresonanz fR liegt dabei im Frequenzbereich unter 2,5 kHz, wo sie von Verbrennungs- und MotorgerƤuschen maskiert und nicht stƶrend wahrgenommen wird.The spring stiffness of the decoupling element 240 is low (20-40 kN / mm) in relation to the mass of the fuel injection valve 1, which is approximately 250 g. In this way, disturbing noises occurring in the gasoline direct injection of this type, which are typically in a frequency range of 2.5-14 kHz, can be intentionally decoupled in a broadband manner. The Entkoppelresonanz f R is in the frequency range below 2.5 kHz, where it is masked by combustion and engine noise and not disturbing perceived.

Die geringe Federsteifigkeit des Entkopplungselementes 240 wird durch mehrere gezielte MaƟnahmen erreicht. Das Entkopplungselement 240 besitzt im eingebauten Zustand zwei Auflagebereiche 30, 31, einen radial ƤuƟeren Auflagebereich 30 und einen radial inneren Auflagebereich 31. Mit dem ƤuƟeren Auflagebereich 30 liegt das Entkopplungselement 240 ringfƶrmig auf der z.B. senkrecht zur VentillƤngsachse verlaufenden Schulter 23 der Aufnahmebohrung 20 im Zylinderkopf 9 auf. Mit dem inneren Auflagebereich 31 untergreift das Entkopplungselement 240 das Brennstoffeinspritzventil 1 ringfƶrmig in einem Bereich, in dem das VentilgehƤuse 22 z.B. auch eine zur VentillƤngsachse senkrecht verlaufende AuƟenkontur besitzt, so dass das Brennstoffeinspritzventil 1 an dem inneren Randbereich des Entkopplungselements 240 anliegt. Die Anordnung der beiden Auflagebereiche 30, 31 des Entkopplungselements 240 ist so gewƤhlt, dass der maximal mƶgliche Hebelarm entsteht. Im gezeigten AusfĆ¼hrungsbeispiel sind diese Auflagebereiche 30, 31 insofern in die jeweils weitestmƶglichen Randbereiche am AuƟendurchmesser und am Innendurchmesser des Entkopplungselements 240 gelegt.The low spring stiffness of the decoupling element 240 is achieved by a plurality of targeted measures. The decoupling element 240 has, when installed, two support regions 30, 31, a radially outer support region 30 and a radially inner support region 31. With the outer support region 30, the decoupling element 240 lies annularly on the e.g. perpendicular to the valve longitudinal axis extending shoulder 23 of the receiving bore 20 in the cylinder head 9. With the inner bearing region 31, the decoupling element 240 engages below the fuel injection valve 1 annularly in a region in which the valve housing 22, e.g. also has an outer contour perpendicular to the valve longitudinal axis, so that the fuel injection valve 1 rests against the inner edge region of the decoupling element 240. The arrangement of the two support areas 30, 31 of the decoupling element 240 is selected so that the maximum possible lever arm is formed. In the exemplary embodiment shown, these bearing areas 30, 31 are placed in the widest possible edge areas on the outer diameter and on the inner diameter of the decoupling element 240.

Der Querschnitt des Entkopplungselements 240 hat eine S-fƶrmige Kontur mit zwei groƟen Radien R1, R2 zum ƤuƟeren und inneren Auflagebereich 30, 31 hin, deren gemeinsamer Schenkel tangential ineinander Ć¼bergeht. Insgesamt weist das Entkopplungselement 240 damit eine napf- bzw. tellerfƶrmige Gestalt auf. Mit dieser Ausgestaltung wird der in der Aufnahmebohrung 20 des Zylinderkopfes 9 typischerweise nur geringe Bauraum ebenfalls zugunsten eines mƶglichst langen Hebelarmes optimal genutzt. Die beiden Radien R1, R2 dieser Kontur sind in ihrer GrĆ¶ĆŸe und ihrem VerhƤltnis zueinander so gewƤhlt, dass eine mƶglichst gĆ¼nstige Spannungsverteilung im Material entsteht und die vorgegebene Steifigkeitscharakteristik optimal erfĆ¼llt wird. Im vorliegenden Fall sind dies z.B. ein oberer Radius R1 von 2 mm und ein unterer Radius R2 von 2,5 mm.The cross-section of the decoupling element 240 has an S-shaped contour with two large radii R1, R2 towards the outer and inner bearing area 30, 31, whose common leg merges tangentially into one another. Overall, the decoupling element 240 thus has a cup-shaped or dish-shaped form. With this configuration, the space in the receiving bore 20 of the cylinder head 9 typically only small space is also used optimally in favor of the longest possible lever arm. The two radii R1, R2 of this contour are chosen in their size and their relationship to each other so that the most favorable Stress distribution in the material is created and the specified stiffness characteristic is optimally fulfilled. In the present case, these are, for example, an upper radius R1 of 2 mm and a lower radius R2 of 2.5 mm.

Mit der napffƶrmigen Ausgestaltung des Entkopplungselements 240 ist es ermƶglicht, fĆ¼r die Festigkeit des Entkopplungselements 240 ausreichende MaterialstƤrken verwenden zu kƶnnen, und dies bei einer zugleich geringen Gesamt-Federsteifigkeit des Entkopplungselements 240. Bei einem metallischen Werkstoff kann dabei eine MaterialstƤrke in der GrĆ¶ĆŸenordnung von 0,5 mm geeignet sein. Die Dicke des Materials kann aber auch an einem Entkopplungselement 240 zugunsten einer optimierten Steifigkeitscharakteristik Ć¼ber seine radiale Erstreckung variiert werden.With the cup-shaped design of the decoupling element 240, it is possible to use sufficient material thicknesses for the strength of the decoupling element 240, and at the same time with a low overall spring rigidity of the decoupling element 240. In the case of a metallic material, a material thickness of the order of magnitude of 0, 5 mm. However, the thickness of the material can also be varied on a decoupling element 240 in favor of an optimized stiffness characteristic over its radial extent.

In der Figur 6 ist ein Querschnitt durch eine zweite AusfĆ¼hrung eines erfindungsgemƤƟen Entkopplungselements 240 in einer zweiteiligen Lƶsung gezeigt. Auch dieses Entkopplungselement 240 weist wiederum eine napffƶrmige Gestalt auf. Diese AusfĆ¼hrungsvariante berĆ¼cksichtigt Montageanforderungen, bei denen es zu einer verstƤrkten Schiefstellung des Brennstoffeinspritzventils 1 kommen kann. Das Entkopplungselement 240 wird deshalb in zwei ineinander liegende Teilelemente 34, 35 aufgeteilt. WƤhrend das radial ƤuƟere und damit obere Teilelement 34 den radial ƤuƟeren Auflagebereich 30 aufweist und mit dem Radius R1 nach auƟen gebogen verlƤuft, ist das radial innere und damit untere Teilelement 35 mit dem radial inneren Auflagebereich 31 versehen und mit dem Radius R2 nach innen eingebogen. Das innere Teilelement 35 ist in das ƤuƟere Teilelement 34 eingelegt. Gemeinsam lassen die Teilelemente 34, 35 des Entkopplungselements 240 eine leichte Verschiebung zur Kompensation einer Schiefstellung zu, folgen aber in ihrem Gesamtverhalten dem gewĆ¼nschten Auslegungsziel.In the FIG. 6 a cross-section through a second embodiment of a decoupling element 240 according to the invention is shown in a two-part solution. Again, this decoupling element 240 in turn has a cup-shaped shape. This embodiment takes into account assembly requirements in which it can lead to an increased misalignment of the fuel injection valve 1. The decoupling element 240 is therefore divided into two nested sub-elements 34, 35. While the radially outer and thus upper part of the element 34 has the radially outer bearing portion 30 and bent with the radius R1 outwardly, the radially inner and thus lower part element 35 is provided with the radially inner support portion 31 and with the radius R2 inwardly inflected. The inner sub-element 35 is inserted into the outer sub-element 34. Together, the sub-elements 34, 35 of the decoupling element 240 allow a slight shift to compensate for a misalignment, but follow in their overall behavior the desired design target.

Eine dritte AusfĆ¼hrung eines erfindungsgemƤƟen Entkopplungselements 240 ist in einer Draufsicht in Figur 7 dargestellt. Figur 8 zeigt einen Querschnitt durch das erfindungsgemƤƟe Entkopplungselement 240 entlang der Linie VIII-VIII in Figur 7. Diese AusfĆ¼hrungsvariante des Entkopplungselements 240 zeichnet sich dadurch aus, dass der radial innere Auflagebereich 31 gegenĆ¼ber den vorher beschriebenen Lƶsungen verƤndert ist. Anstelle eines ringfƶrmig umlaufenden Auflagebereichs 31 am Entkopplungselement 240 sind mehrere voneinander beabstandete Auflagestellen 31a, 31b, 31c vorgesehen, die bei einer Anzahl von drei Auflagestellen 31a, 31b, 31c z.B. in einem Abstand von 120Ā° verteilt angeordnet sind. Auch eine solche AusfĆ¼hrungsvariante berĆ¼cksichtigt die Mƶglichkeit einer Schiefstellung des Brennstoffeinspritzventils 1 durch die an dem Entkopplungselement 240 ausgeformten kugelfƶrmigen Auflagestellen 31a, 31b, 31c, innerhalb derer sich das Brennstoffeinspritzventil 1 ausrichten kann.A third embodiment of a decoupling element 240 according to the invention is shown in a top view in FIG FIG. 7 shown. FIG. 8 shows a cross section through the inventive decoupling element 240 along the line VIII-VIII in FIG. 7 , This embodiment variant of the decoupling element 240 is characterized in that the radially inner support region 31 is changed compared with the previously described solutions. Instead of an annular peripheral bearing area 31st on the decoupling element 240 a plurality of spaced-apart support points 31a, 31b, 31c are provided, which are arranged distributed at a number of three support points 31a, 31b, 31c, for example at a distance of 120 Ā°. Such an embodiment also takes into account the possibility of a misalignment of the fuel injection valve 1 by the spherical bearing points 31a, 31b, 31c formed on the decoupling element 240, within which the fuel injection valve 1 can align.

Eine vierte AusfĆ¼hrung eines erfindungsgemƤƟen Entkopplungselements 240 ist in einer Draufsicht in Figur 9 dargestellt. Figur 10 zeigt einen Querschnitt durch das erfindungsgemƤƟe Entkopplungselement 240 entlang der Linie X-X in Figur 9. Diese weitere AusfĆ¼hrungsvariante fƤngt eine mƶgliche Schiefstellung des Brennstoffeinspritzventils 1 durch eine lokale SchwƤchung des inneren Auflagebereichs 31 auf. Diese lokale SchwƤchung des radial inneren Auflagebereichs 31 wird z.B. durch radial verlaufende Schlitze 37 erzielt, die vom Innendurchmesser des Entkopplungselements 240 ausgehen und z.B. bis zum inneren Radius R2 verlaufen. Typischerweise kƶnnen diese Schlitze 37 oder auch andere die Steifigkeit reduzierende Ɩffnungen in einer Anzahl von drei bis zwanzig vorgesehen sein.A fourth embodiment of a decoupling element 240 according to the invention is shown in a top view in FIG FIG. 9 shown. FIG. 10 shows a cross section through the inventive decoupling element 240 along the line XX in FIG. 9 , This further embodiment starts a possible misalignment of the fuel injection valve 1 by a local weakening of the inner bearing region 31. This local weakening of the radially inner bearing region 31 is achieved, for example, by radially extending slots 37, which extend from the inner diameter of the decoupling element 240 and extend, for example, to the inner radius R2. Typically, these slots 37 or other stiffness reducing apertures may be provided in the number of three to twenty.

In den Figuren 11 und 12 sind zwei weitere Brennstoffeinspritzvorrichtungen teilweise dargestellt, die mit einem fĆ¼nften erfindungsgemƤƟen bzw. sechsten Entkopplungselement 240 versehen sind. Das in der Figur 11 gezeigte Entkopplungselement 240 unterscheidet sich insbesondere von dem in den Figuren 4 und 5 gezeigten Entkopplungselement 240 durch seine inverse Auswƶlbung nach oben. Das Entkopplungselement 240 ist wiederum napf- bzw. tellerfƶrmig ausgestaltet, jedoch in einer umgekehrten Lage eingebaut, d.h. der radial ƤuƟere Auflagebereich 30 an der Schulter 23 des Zylinderkopfes 9 liegt tiefer als der radial innere Auflagebereich 31 am VentilgehƤuse 22 des Brennstoffeinspritzventils 1.In the FIGS. 11 and 12 two further fuel injectors are partially shown, which are provided with a fifth invention or sixth decoupling element 240. That in the FIG. 11 shown decoupling element 240 differs in particular from that in the FIGS. 4 and 5 shown decoupling element 240 by its inverse bulge upwards. The decoupling element 240 is in turn designed cup-shaped or dish-shaped, but installed in an inverted position, ie the radially outer bearing portion 30 at the shoulder 23 of the cylinder head 9 is lower than the radially inner bearing portion 31 on the valve housing 22 of the fuel injection valve. 1

Das nicht erfindungsgemƤƟe AusfĆ¼hrungsbeispiel der Figur 12 zeigt an, dass das Entkopplungselement 240 auch in der Form einer ebenen Scheibe ausgefĆ¼hrt sein kann. FĆ¼r beide in den Figuren 11 und 12 gezeigten AusfĆ¼hrungsvarianten von Entkopplungselementen 240 gelten jedoch die zuvor ausfĆ¼hrlich beschriebenen Anforderungen an die Federsteifigkeit und den erforderlichen Abstand der Auflagebereiche 30, 31 voneinander. Entsprechend der gewĆ¼nschten Steifigkeitscharakteristik kann auch hier die MaterialstƤrke Ć¼ber die radiale Ausdehnung des Entkopplungselements 240 variieren.The non-inventive embodiment of FIG. 12 indicates that the decoupling element 240 may also be in the form of a flat disc. For both in the FIGS. 11 and 12 shown embodiments of decoupling elements 240th However, the requirements described in detail above to the spring stiffness and the required distance of the support areas 30, 31 from each other. In accordance with the desired stiffness characteristic, the material thickness can also vary over the radial extent of the decoupling element 240 here.

Anhand der Diagramme der Figuren 13 und 14 soll nochmals verdeutlicht werden, wie durch eine gezielte NichtlinearitƤt der Entkoppelsteifigkeit des Entkopplungselements 240 eine vorteilhafte Entkopplung von Brennstoffeinspritzventilen 1 in Kraftstoffsystemen erreicht werden kann. In einigen Systemen wird der Kraftstoffdruck konstant hoch gehalten (Konstantdrucksystem), in anderen Systemen wird der Systemdruck last- oder drehzahlabhƤngig variiert (Wechseldrucksysteme) - typischerweise erfolgt bei letzteren bei Leerlauf eine Absenkung des Kraftstoffdrucks.Based on the diagrams of FIGS. 13 and 14 should be clarified again, as an advantageous decoupling of fuel injectors 1 can be achieved in fuel systems by a targeted non-linearity of Entkoppelsteifigkeit the decoupling element 240. In some systems, the fuel pressure is kept constant high (constant pressure system), in other systems, the system pressure varies depending on the load or speed (alternating pressure systems) - typically in the latter at idle, a lowering of the fuel pressure.

Der Kraftstoffdruck wirkt als statische hydraulische Kraft auf das Brennstoffeinspritzventil und beansprucht das Entkopplungselement 240 mit einer konstanten Vorlast und damit Verschiebung. Im linearen Fall ist diese der Kraft proportional. Im Hinblick auf Dichtheit und VerschleiƟ der InjektoranschlĆ¼sse an Kraftstoffsystem und Zylinderkopf gibt es maximale Grenzen fĆ¼r den zulƤssigen Federweg. Deshalb wird hier erfindungsgemƤƟ ein nichtlinearer Zusammenhang zwischen Kraft und Federweg fĆ¼r das Entkopplungselement 240 gewƤhlt.The fuel pressure acts as a static hydraulic force on the fuel injector and claims the decoupler 240 with a constant preload and thus displacement. In the linear case, this is proportional to the force. With regard to tightness and wear of the injector connections to the fuel system and cylinder head, there are maximum limits for the permissible travel. Therefore, according to the invention, a non-linear relationship between force and spring travel for the decoupling element 240 is selected here.

Im Falle des Wechseldrucksystems (Figur 13) bewirkt eine progressive Federsteifigkeit eine geringe Steifigkeit bei niederem Systemdruck, d.h. Leerlauf oder niedriger Last, und damit nach dem Entkopplungsprinzip einen weiten Bereich der GerƤuschentkopplung. Typischerweise sind GerƤuschauffƤlligkeiten vor allem in diesen Betriebsbereichen zu finden. Bei hƶherer Last und damit hƶherem Druck versteift das Entkopplungselement 240 und begrenzt damit den Weg. Andere MotorgerƤuschanteile verdecken in diesen Betriebsbereichen dann das schlechter entkoppelte injektorinduzierte GerƤusch.In the case of the alternating pressure system ( FIG. 13 ) causes a progressive spring stiffness low stiffness at low system pressure, ie idle or low load, and thus according to the decoupling principle, a wide range of noise decoupling. Typically, noise is particularly noticeable in these areas of operation. At higher load and thus higher pressure stiffened the decoupling element 240 and thus limits the way. Other engine noise components then obscure the less decoupled injector-induced noise in these operating ranges.

Im Falle eines Konstantdrucksystems (Figur 14) liegt ein konstant hoher Druck am Entkopplungselement 240 an. Hier ist es vorteilhaft, dass der Federweg beim Druckaufbau (z.B. bei jedem Motorstart) begrenzt ist durch eine hohe Federsteifigkeit; im Betrieb ist jedoch wieder eine geringe Steifigkeit fĆ¼r einen breiten Entkopplungsbereich wirksam. Diese Charakteristik wird durch eine degressive Federkennlinie erreicht.In the case of a constant pressure system ( FIG. 14 ) is a constant high pressure on the decoupling element 240. Here it is advantageous that the spring travel during pressure build-up (eg at each engine start) is limited by a high spring stiffness; in operation, however, low stiffness is again effective for a wide decoupling range. This characteristic is achieved by a degressive spring characteristic.

Claims (9)

  1. Decoupling element arrangement for a fuel injection device for fuel injection systems of internal combustion engines, in particular for the direct injection of fuel into a combustion chamber, wherein the fuel injection device comprises at least one fuel injection valve (1) and a receiving bore (20) for the fuel injection valve (1), and a decoupling element (240) is inserted between a valve housing (22) of the fuel injection valve (1) and a wall of the receiving bore (20),
    characterized
    in that the spring stiffness of the decoupling element (240) formed from a metallic material is so low, the decoupling element (240) is located between the valve housing (22) of the fuel injection valve (1) and the wall of the receiving bore (20) in such a way, and the geometry of the decoupling element (240) is such, that the decoupling resonance fR lies in the frequency range below 2.5 kHz, wherein the decoupling element (240) has a radially outer support region (30) and a radially inner support region (31), by means of which the decoupling element (240), radially at the outside, can be supported annularly on a shoulder (23) of the receiving bore (20) and, radially at the inside, engages under the fuel injection valve (1), wherein the abutment regions for the decoupling element (240) on the shoulder (23) on the receiving bore (20) and on the fuel injection valve (1) each run perpendicular to the valve longitudinal axis, and the decoupling element (240) is contoured such that the cross section of the decoupling element (240) has an S-shaped contour with two radii (R1, R2) toward the outer and inner support regions (30, 31), wherein the outer and inner support regions (30, 31) of the decoupling element (240) are designed to be supported or bear annularly against the abutment regions of the shoulder (23) of the receiving bore (20) and against the fuel injection valve (1).
  2. Decoupling element arrangement according to Claim 1,
    characterized
    in that the spring stiffness of the decoupling element (240) lies in the range from 20 - 40 kN/mm.
  3. Decoupling element arrangement according to Claim 1,
    characterized
    in that the two support regions (30, 31) of the decoupling element (240) are selected so as to be spaced apart from one another to such an extent that a maximum possible lever arm is realized.
  4. Decoupling element arrangement according to Claim 1 or 3,
    characterized
    in that the radially inner support region (31) is either annularly encircling, interrupted by radially running slots (37) or other stiffness-reducing openings, or formed by multiple spaced-apart support points (31a, 31b, 31c).
  5. Decoupling element arrangement according to one of the preceding claims,
    characterized
    in that the decoupling element (240) is of annular disc-shaped and altogether cup-shaped or dish-shaped form.
  6. Decoupling element arrangement according to one of the preceding claims,
    characterized
    in that the material thickness of the disc-shaped decoupling element (240) is either constant or varies over its radial extent in order to realize an optimized stiffness characteristic.
  7. Decoupling element arrangement according to one of the preceding claims,
    characterized
    in that the decoupling element (240) is, for use in a system with fluctuating pressure, configured with a non-linear progressive spring characteristic curve.
  8. Decoupling element arrangement according to one of Claims 1 to 6,
    characterized
    in that the decoupling element (240), for use in a system with constant pressure, is configured with a non-linear degressive characteristic curve.
  9. Decoupling element arrangement according to one of the preceding claims,
    characterized
    in that the receiving bore (20) for the fuel injection valve (1) is formed in a cylinder head (9), and the receiving bore (20) has a shoulder (23) which runs perpendicular to the extent of the receiving bore (20) and on which the decoupling element (240) is partially supported by way of its radially outer support region (30), and the fuel injection valve (1) in turn bears by way of an outer contour, running perpendicular to the valve longitudinal axis, of the valve housing (22) against the radially inner support region (31) of the decoupling element (240).
EP09771734.2A 2008-12-12 2009-11-26 Decoupling element for a fuel injection device Active EP2376765B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008054591A DE102008054591A1 (en) 2008-12-12 2008-12-12 Decoupling element for a fuel injection device
PCT/EP2009/065889 WO2010066586A1 (en) 2008-12-12 2009-11-26 Decoupling element for a fuel injection device

Publications (2)

Publication Number Publication Date
EP2376765A1 EP2376765A1 (en) 2011-10-19
EP2376765B1 true EP2376765B1 (en) 2015-08-05

Family

ID=41729999

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09771734.2A Active EP2376765B1 (en) 2008-12-12 2009-11-26 Decoupling element for a fuel injection device

Country Status (5)

Country Link
US (1) US9057349B2 (en)
EP (1) EP2376765B1 (en)
CN (1) CN102245890B (en)
DE (1) DE102008054591A1 (en)
WO (1) WO2010066586A1 (en)

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JP7156772B2 (en) * 2016-01-29 2022-10-19 ćƒ­ćƒ™ćƒ«ćƒˆćƒ»ćƒœćƒƒć‚·ćƒ„ćƒ»ć‚²ć‚¼ćƒ«ć‚·ćƒ£ćƒ•ćƒˆćƒ»ćƒŸćƒˆćƒ»ćƒ™ć‚·ćƒ„ćƒ¬ćƒ³ć‚Æćƒ†ćƒ«ćƒ»ćƒćƒ•ćƒ„ćƒ³ć‚° Fuel injection valve and fuel injector
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Also Published As

Publication number Publication date
US20120031375A1 (en) 2012-02-09
DE102008054591A1 (en) 2010-06-17
US9057349B2 (en) 2015-06-16
WO2010066586A1 (en) 2010-06-17
EP2376765A1 (en) 2011-10-19
CN102245890A (en) 2011-11-16
CN102245890B (en) 2016-01-20

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