EP2655850B1 - Fuel injection valve for internal combustion engines - Google Patents

Fuel injection valve for internal combustion engines Download PDF

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Publication number
EP2655850B1
EP2655850B1 EP11804571.5A EP11804571A EP2655850B1 EP 2655850 B1 EP2655850 B1 EP 2655850B1 EP 11804571 A EP11804571 A EP 11804571A EP 2655850 B1 EP2655850 B1 EP 2655850B1
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EP
European Patent Office
Prior art keywords
pressure
fuel
fuel injection
chamber
valve
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EP11804571.5A
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German (de)
French (fr)
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EP2655850A1 (en
Inventor
Michael Mennicken
Sonny Tran
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2655850A1 publication Critical patent/EP2655850A1/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
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/28—Details of throttles in fuel-injection apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
    • F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations
    • 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
    • F02M2200/40—Fuel-injection apparatus with fuel accumulators, e.g. a fuel injector having an integrated fuel accumulator

Definitions

  • the invention relates to a fuel injection valve for internal combustion engines, as it is preferably used for high-speed internal combustion engines, such as in the EP 1 936 180 shown.
  • fuel injection valves which are used for injection of fuel directly into combustion chambers of internal combustion engines, have long been known, in particular injection valves, which are used in so-called common-rail injection systems.
  • injectors or injection systems as z. B. from the published patent application DE 10 2008 002 153 A1 are known to work on the principle that fuel is compressed by a pump and a high-pressure accumulator - the so-called rail - is supplied. The compressed fuel stored there is fed via lines to fuel injectors or fuel injection valves and injected by them at the right time and in the correct dosage into combustion chambers of the corresponding internal combustion engine.
  • the injection of the fuel takes place in a very short period of time of hardly more than 2 milliseconds and at pressures up to 2000 bar and above.
  • These highly dynamic processes periodically accelerate and decelerate the fuel in the fuel lines and in the injector.
  • pressure oscillations in the injector and in the fuel lines and the rail.
  • the pressure that is usually provided in the high-pressure accumulator locally be significantly exceeded.
  • particularly high pressures are achieved when different pressure waves train, for example in the fuel injection valve and in the high-pressure accumulator, and superimpose constructively these pressure waves.
  • a damping chamber in the fuel injection valve.
  • a fuel injection valve which has a damping chamber which is formed in the housing of the fuel injection valve and connected to the pressure space surrounding the valve needle, via a throttle.
  • pressure oscillations within the fuel injection valve can be damped, in particular in the region of the valve needle, but only very selectively, since the formation of the damping volume and the connection throttle for the respective high-pressure region only provides for damping in the region of this connection bore.
  • the fuel injection valve according to the invention has a piston-shaped valve needle, which is surrounded by a pressure chamber and which cooperates with a valve seat for controlling the fuel flow from the pressure chamber to at least one injection port.
  • a storage volume is formed, which is connected to the pressure chamber via a damping throttle, wherein there is also an inlet throttle, the Damping chamber connects to a control chamber, the fuel pressure acts at least indirectly on the valve needle in the closing direction.
  • the storage volume can still contribute to a good fuel supply to the pressure chamber, ie have a supplementary function to the actual rail or central high-pressure accumulator, wherein the pressure oscillations within the storage volume of the fuel injection valve remain low.
  • the control valve and thus the force on the valve needle, which serves to control the opening behavior can be controlled very precisely.
  • the damping throttle between the pressure chamber and the storage volume is formed as a bore within the valve needle, wherein the valve needle penetrates both the pressure chamber and the storage volume.
  • This embodiment has the advantage that the damping throttle can be formed on a component to be manufactured separately, namely the valve needle, so that a simple, cost-effective and highly accurate production is possible.
  • it has the advantage that different valve needles can be used with different damping throttles, which can be adapted to the needs of the application of the injector to the respective internal combustion engine.
  • the damping throttle is formed as a bore within the housing of the fuel injection valve, which has the advantage that the valve needle in all expected injection valve types may be the same, while the damping throttle must be adjusted.
  • this damping throttle may be formed in a correspondingly easily accessible separate component, so that the fuel injection valve can be produced easily and at a reasonable cost.
  • the pressure chamber is connected directly to a high-pressure inlet, via which fuel of high pressure can be introduced.
  • the high-pressure inlet is connected via a high-pressure line to a common high-pressure accumulator, the so-called rail.
  • the high-pressure inlet is formed as a bore in the housing, wherein the bore emerges depending on the installation position of the fuel injection valve either at the level of the pressure chamber from the housing or is guided through a high-pressure bore to another point of the injector, wherein the high-pressure bore within the housing runs and has no connection to the storage volume within the fuel injection valve.
  • FIG. 1 a first embodiment of the fuel injection valve according to the invention is shown.
  • the fuel injection valve has a housing 1, in which a pressure chamber 3 and a storage volume 7 are formed.
  • a piston-shaped valve needle 5 is arranged longitudinally displaceable, wherein the valve needle 5 is guided in a guide portion 15 in the housing 1, so that in this area between the valve needle 5 and the housing 1 virtually no fuel between the pressure chamber. 3 and the storage volume 7 can flow.
  • the valve needle 5 has at its lower end in the drawing, a valve sealing surface 10 which is designed substantially conical and with a likewise substantially conical valve seat 8, which is formed at the combustion chamber end of the pressure chamber 3, for controlling the flow of fuel from the pressure chamber. 3 cooperates to a plurality of injection openings 9.
  • the injection openings 9 are in this case formed in the housing 1 and form the openings through which the fuel is injected into the combustion chamber of the corresponding internal combustion engine.
  • the valve needle 5 is guided at its end remote from the valve seat within the housing 1 and limited together with the housing 1 a control chamber 16.
  • the fuel pressure acting in the control chamber 16 acts on the valve seat facing away from the end of the valve needle 5 and generates a resultant closing force on the valve needle 5 in the direction of Valve seat 8.
  • This closing spring 17 is mainly used to keep the valve needle 5 in the pressureless state of the fuel injection system in its closed position.
  • an alternating fuel pressure can be used in the control chamber 16.
  • a control valve 25 which is either integrated in the housing 1, or - as shown here - can be made as a separate component.
  • the control valve 25 is designed as a 2/2-way valve and controls the flow of fuel from an outlet throttle 27, can be controlled by the fuel from the control chamber 16 in a leakage oil chamber 28.
  • a leakage oil chamber 28 can be controlled by the fuel from the control chamber 16 in a leakage oil chamber 28.
  • the inlet throttle 26 which is formed in the housing 1 and connects the storage volume 7 with the control chamber 16 is used.
  • the inlet throttle 26 and the outlet throttle 27 are in this case matched to one another that with the control valve 25 open, more fuel flows out of the control chamber 16 than can flow in via the inlet throttle 26, so that a pressure reduction in the control chamber 16 occurs. If the control valve 25 is closed, fuel flows via the inlet throttle 26 into the control chamber 16 until the fuel pressure in the control chamber 16 corresponds to the pressure in the storage volume 7 and the valve needle 5 in its closed position, d. H. is pressed in contact with the valve seat 8.
  • a damping throttle 12 is formed within the valve needle 5, so that fuel can flow attenuated between the pressure chamber 3 and the storage volume 7.
  • a high-pressure port 20 is provided in the housing 1 at the level of the pressure chamber 3, which is connected via a high pressure line 22 to a high-pressure accumulator 24.
  • fuel is always provided under injection pressure which, depending on the operating state of the internal combustion engine, can amount to a few hundred or up to 2000 bar, in some cases even higher.
  • the valve needle 5 moves away from the valve seat 8 due to the lowering of the fuel pressure in the control chamber 16 and releases the injection openings 9.
  • fuel exits the pressure chamber 3 through the injection openings 9 and thus enters the combustion chamber of the corresponding internal combustion engine.
  • the fuel exiting via the injection openings 9 is fed via the high-pressure line 22 and thus ultimately from the high-pressure accumulator 24 and also from the storage volume 7 of the fuel injection valve, so that approximately constant injection pressure is present at the injection openings 9.
  • the fuel column which has set by the injection in the pressure chamber 3 and also in the high-pressure lines 22 in motion, decelerated abruptly, so that the kinetic energy converts into pressure energy and corresponding pressure oscillations within the pressure chamber 3 and in the High pressure line 22 leads. Since there now comes to pressure differences at the damping throttle 12 between the pressure chamber 3 and the storage volume 7, fuel flows through the damping throttle 12 from the pressure chamber 3 in the storage volume 7 and vice versa, so that the pressure oscillations within the pressure chamber 3 and possibly the high-pressure line 22 damped quickly and very quickly a static state is reached again. The injection valve is thereby in a defined state before the next fuel injection.
  • the state within the storage volume 7 throughout the injection process and thereafter remains substantially constant, so that at the inlet throttle 26 a defined fuel pressure is maintained accordingly, for a reliable operation of the control valve 25 and thus for a precise control of the fuel pressure in the control chamber 16 is essential.
  • FIG. 2 is shown a further embodiment of the fuel injection valve according to the invention, wherein the FIG. 2 of the FIG. 1 only differs in the arrangement of the damping throttle 12.
  • This is no longer formed in this embodiment as a transverse bore within the valve needle 5, but as a bore or channel within the housing 1 of the fuel injection valve.
  • the housing 1 is formed in several parts and the damping throttle 12 is formed in a component that can be processed well, so that the damping throttle can be produced inexpensively and with the necessary precision.
  • FIG. 3 is a further embodiment of the fuel injection valve according to the invention shown, this embodiment of the in FIG. 1 shown differs only in that the high-pressure port 20 is not formed laterally on the housing.
  • the arrangement of the high pressure port 20 side of the fuel injection valve, as in FIG. 1 shown at this point requires accessibility for the high pressure line 22, which is not given in all internal combustion engines. If the supply of the fuel from the end face of the fuel injection valve remote from the combustion chamber takes place, then a high-pressure passage 21 can be formed within the housing 1 which directs the pressure chamber 3 directly to the fuel connection at the combustion chamber Front side of the fuel injection valve connects, from where finally the high pressure line 22 to the high-pressure accumulator 24 goes out.
  • the diameter of the damping throttle 12 is measured according to the volumes of pressure chamber 3 and storage volume 7, wherein cross-sectional areas of the damping throttle have proven to be useful, which should be less than 1 mm 2, preferably less than 1.5 mm 2 .

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Description

Die Erfindung betrifft ein Kraftstoffeinspritzventil für Brennkraftmaschinen, wie es vorzugsweise für schnelllaufende Brennkraftmaschinen Verwendung findet, wie z.B. in der EP 1 936 180 gezeigt.The invention relates to a fuel injection valve for internal combustion engines, as it is preferably used for high-speed internal combustion engines, such as in the EP 1 936 180 shown.

Stand der TechnikState of the art

Aus dem Stand der Technik sind Kraftstoffeinspritzventile, die zur Einspritzung von Kraftstoff direkt in Brennräume von Brennkraftmaschinen dienen, seit längerer Zeit bekannt, insbesondere Einspritzventile, die in sogenannten Common-Rail-Einspritzsystemen Verwendung finden. Diese Einspritzventile bzw. Einspritzsysteme, wie sie z. B. aus der Offenlegungsschrift DE 10 2008 002 153 A1 bekannt sind, arbeiten nach dem Prinzip, dass Kraftstoff durch eine Pumpe verdichtet wird und einem Hochdruckspeicher - dem sogenannten Rail - zugeführt wird. Der dort gespeicherte, verdichtete Kraftstoff wird über Leitungen Kraftstoffinjektoren bzw. Kraftstoffeinspritzventilen zugeleitet und von diesen zum richtigen Zeitpunkt und in der richtigen Dosierung in Brennräume der entsprechenden Brennkraftmaschine eingespritzt.From the prior art, fuel injection valves, which are used for injection of fuel directly into combustion chambers of internal combustion engines, have long been known, in particular injection valves, which are used in so-called common-rail injection systems. These injectors or injection systems, as z. B. from the published patent application DE 10 2008 002 153 A1 are known to work on the principle that fuel is compressed by a pump and a high-pressure accumulator - the so-called rail - is supplied. The compressed fuel stored there is fed via lines to fuel injectors or fuel injection valves and injected by them at the right time and in the correct dosage into combustion chambers of the corresponding internal combustion engine.

Die Einspritzung des Kraftstoffs erfolgt in einer sehr kurzen Zeitspanne von kaum mehr als 2 Millisekunden und bei Drücken bis zu 2000 bar und darüber. Diese hochdynamischen Vorgänge führen periodisch zur Beschleunigung und zum Abbremsen des Kraftstoffs in den Kraftstoffleitungen und im Injektor. Insbesondere beim Abbremsen des Kraftstoffs, also bei Beendigung der Einspritzung, kommt es zu Druckschwingungen im Injektor und in den Kraftstoffleitungen sowie dem Rail. Dabei kann der Druck, der üblicherweise im Hochdruckspeicher zur Verfügung gestellt wird, lokal deutlich überschritten werden. Insbesondere werden dann besonders hohe Drücke erreicht, wenn sich verschiedene Druckwellen ausbilden, beispielweise im Kraftstoffeinspritzventil und im Hochdruckspeicher, und sich diese Druckwellen konstruktiv überlagern. Dies führt zum einen zu einer hohen Belastung des Materials von Kraftstoffeinspritzventil, Leitungen und Hochdruckspeicher, und kann zum anderen dazu führen, dass der Druckzustand im Kraftstoffeinspritzventil und/oder im Hochdruckspeicher zu Beginn der nachfolgenden Einspritzung nicht genau definiert ist, was sich negativ auf die Einspritzgenauigkeit auswirkt.The injection of the fuel takes place in a very short period of time of hardly more than 2 milliseconds and at pressures up to 2000 bar and above. These highly dynamic processes periodically accelerate and decelerate the fuel in the fuel lines and in the injector. In particular, when braking the fuel, so at the end of the injection, there are pressure oscillations in the injector and in the fuel lines and the rail. In this case, the pressure that is usually provided in the high-pressure accumulator, locally be significantly exceeded. In particular, particularly high pressures are achieved when different pressure waves train, for example in the fuel injection valve and in the high-pressure accumulator, and superimpose constructively these pressure waves. On the one hand, this leads to a high load on the material of the fuel injection valve, lines and high-pressure accumulator, and on the other hand can lead to the fact that the pressure state in the fuel injection valve and / or in the high-pressure accumulator is not precisely defined at the beginning of the subsequent injection, which has a negative effect on the injection accuracy effect.

Zur Dämpfung dieser Druckschwingungen ist es bekannt, im Kraftstoffeinspritzventil einen Dämpfungsraum auszubilden. Aus der DE 101 21 891 A1 ist ein Kraftstoffeinspritzventil bekannt, das einen Dämpfungsraum aufweist, der im Gehäuse des Kraftstoffeinspritzventils ausgebildet ist und mit dem Druckraum, der die Ventilnadel umgibt, über eine Drossel verbunden ist. Dadurch lassen sich Druckschwingungen innerhalb des Kraftstoffeinspritzventils dämpfen, insbesondere im Bereich der Ventilnadel, jedoch nur sehr punktuell, da die Ausbildung des Dämpfungsvolumens und der Verbindungsdrossel zum jeweiligen Hochdruckbereich nur für eine Dämpfung im Bereich dieser Verbindungsbohrung sorgt.To damp these pressure oscillations, it is known to form a damping chamber in the fuel injection valve. From the DE 101 21 891 A1 a fuel injection valve is known which has a damping chamber which is formed in the housing of the fuel injection valve and connected to the pressure space surrounding the valve needle, via a throttle. As a result, pressure oscillations within the fuel injection valve can be damped, in particular in the region of the valve needle, but only very selectively, since the formation of the damping volume and the connection throttle for the respective high-pressure region only provides for damping in the region of this connection bore.

Bei dem bekannten Kraftstoffeinspritzventil bzw. Kraftstoffeinspritzsystem, bei denen ein Teil des Speichervolumens nicht mehr vom eigentlichen Hochdruckspeicher zur Verfügung gestellt wird, sondern in Form von Druckräumen innerhalb der Injektoren vorhanden ist, ist diese Art der Dämpfung nicht mehr umsetzbar. Große Volumina bedeuten immer eine gute Schwingungsfähigkeit, da viel Energie aufgenommen werden kann, so dass das Problem der Druckschwingungen insbesondere bei diesen Injektoren problematisch sein kann.In the known fuel injection valve or fuel injection system, in which a part of the storage volume is no longer provided by the actual high-pressure accumulator, but in the form of pressure chambers within the injectors, this type of damping is no longer feasible. Large volumes always mean a good vibration capability, since a lot of energy can be absorbed, so that the problem of pressure oscillations, especially in these injectors can be problematic.

Offenbarung der ErfindungDisclosure of the invention

Das erfindungsgemäße Kraftstoffeinspritzventil weist eine kolbenförmige Ventilnadel auf, die von einem Druckraum umgeben ist und die mit einem Ventilsitz zur Steuerung des Kraftstoffdurchflusses aus dem Druckraum zu wenigstens einer Einspritzöffnung zusammenwirkt. Im Gehäuse des Kraftstoffeinspritzventils ist ein Speichervolumen ausgebildet, das mit dem Druckraum über eine Dämpfungsdrossel verbunden ist, wobei weiterhin eine Zulaufdrossel vorhanden ist, die den Dämpfungsraum mit einem Steuerraum verbindet, dessen Kraftstoffdruck zumindest mittelbar auf die Ventilnadel in Schließrichtung einwirkt. Durch diese Anordnung des Druckraums und des Speichervolumens, von dem die Zulaufdrossel abgeht, kann einerseits eine sehr effektive Drosselung von Druckschwingungen erreicht werden, die im Druckraum auftreten und die zu einer unpräzisen oder mengenmäßig abweichenden Einspritzung führen würden. Andererseits kann das Speichervolumen jedoch nach wie vor zu einer guten Kraftstoffversorgung des Druckraums beitragen, d. h. eine ergänzende Funktion zum eigentlichen Rail bzw. zentralen Hochdruckspeicher haben, wobei die Druckschwingungen innerhalb des Speichervolumens des Kraftstoffeinspritzventils gering bleiben. Dies führt dazu, dass an der Zulaufdrossel, über die das Speichervolumen mit dem Steuerraum verbunden ist, stets ein definierter Druck anliegt, der nur geringen Druckschwankungen unterliegt. Dadurch lässt sich das Steuerventil und somit die Kraft auf die Ventilnadel, die zur Steuerung des Öffnungsverhaltens dient, sehr genau steuern.The fuel injection valve according to the invention has a piston-shaped valve needle, which is surrounded by a pressure chamber and which cooperates with a valve seat for controlling the fuel flow from the pressure chamber to at least one injection port. In the housing of the fuel injection valve, a storage volume is formed, which is connected to the pressure chamber via a damping throttle, wherein there is also an inlet throttle, the Damping chamber connects to a control chamber, the fuel pressure acts at least indirectly on the valve needle in the closing direction. By this arrangement of the pressure chamber and the storage volume from which the inlet throttle goes off, on the one hand, a very effective throttling of pressure oscillations can be achieved, which occur in the pressure chamber and would lead to an imprecise or quantitatively different injection. On the other hand, however, the storage volume can still contribute to a good fuel supply to the pressure chamber, ie have a supplementary function to the actual rail or central high-pressure accumulator, wherein the pressure oscillations within the storage volume of the fuel injection valve remain low. This results in that at the inlet throttle, via which the storage volume is connected to the control chamber, always a defined pressure is applied, which is subject to only slight pressure fluctuations. As a result, the control valve and thus the force on the valve needle, which serves to control the opening behavior, can be controlled very precisely.

In einer ersten vorteilhaften Ausgestaltung des Gegenstandes der Erfindung ist die Dämpfungsdrossel zwischen dem Druckraum und dem Speichervolumen als Bohrung innerhalb der Ventilnadel ausgebildet, wobei die Ventilnadel sowohl den Druckraum als auch das Speichervolumen durchdringt. Diese Ausgestaltung hat den Vorteil, dass die Dämpfungsdrossel an einem separat zu fertigenden Bauteil, nämlich der Ventilnadel, ausgebildet werden kann, so dass eine einfache, kostengünstige und hochgenaue Fertigung möglich ist. Außerdem bietet es den Vorteil, dass verschiedene Ventilnadeln mit unterschiedlichen Dämpfungsdrosseln verwendet werden können, die den Bedürfnissen bei der Applikation des Injektors auf die jeweilige Brennkraftmaschine angepasst werden können.In a first advantageous embodiment of the subject of the invention, the damping throttle between the pressure chamber and the storage volume is formed as a bore within the valve needle, wherein the valve needle penetrates both the pressure chamber and the storage volume. This embodiment has the advantage that the damping throttle can be formed on a component to be manufactured separately, namely the valve needle, so that a simple, cost-effective and highly accurate production is possible. In addition, it has the advantage that different valve needles can be used with different damping throttles, which can be adapted to the needs of the application of the injector to the respective internal combustion engine.

In einer weiteren vorteilhaften Ausgestaltung ist die Dämpfungsdrossel als Bohrung innerhalb des Gehäuses des Kraftstoffeinspritzventils ausgebildet, was den Vorteil mit sich bringt, dass die Ventilnadel bei allen zu erwartenden Einspritzventiltypen die gleiche sein kann, während die Dämpfungsdrossel jeweils angepasst werden muss. Insbesondere dann, wenn das Gehäuse des Kraftstoffeinspritzventils mehrteilig ausgebildet ist, kann diese Dämpfungsdrossel in einem entsprechend gut zugänglichen separaten Bauteil ausgebildet sein, so dass sich das Kraftstoffeinspritzventil einfach und zu vertretbaren Kosten herstellen lässt.In a further advantageous embodiment, the damping throttle is formed as a bore within the housing of the fuel injection valve, which has the advantage that the valve needle in all expected injection valve types may be the same, while the damping throttle must be adjusted. In particular, when the housing of the fuel injection valve is designed in several parts, this damping throttle may be formed in a correspondingly easily accessible separate component, so that the fuel injection valve can be produced easily and at a reasonable cost.

Erfindungsgemäß ist der Druckraum direkt mit einem Hochdruckzulauf verbunden, über den Kraftstoff aus hohem Druck einleitbar ist. Vorteilhaft vorgesehen ist hierbei insbesondere, dass der Hochdruckzulauf über eine Hochdruckleitung mit einem gemeinsamen Hochdruckspeicher verbunden ist, dem sogenannten Rail. Durch diese Konstruktion wird es ermöglicht, dass das Speichervolumen im Injektor bis auf die Dämpfungsdrossel und die Zulaufdrossel allseitig abgeschlossen ist und damit seine Aufgabe als Speicher und Dämpfungsvolumen optimal erfüllen kann.According to the invention, the pressure chamber is connected directly to a high-pressure inlet, via which fuel of high pressure can be introduced. In this case, it is advantageously provided that the high-pressure inlet is connected via a high-pressure line to a common high-pressure accumulator, the so-called rail. This design makes it possible that the storage volume in the injector is completed on all sides except for the damping throttle and the inlet throttle and thus can optimally fulfill its task as storage and damping volume.

In einer weiteren vorteilhaften Ausgestaltung ist der Hochdruckzulauf als Bohrung im Gehäuse ausgebildet, wobei die Bohrung je nach Einbaulage des Kraftstoffeinspritzventils entweder auf Höhe des Druckraums aus dem Gehäuse austritt oder durch eine Hochdruckbohrung an einen anderen Punkt des Einspritzventils geführt wird, wobei die Hochdruckbohrung innerhalb des Gehäuses verläuft und keine Verbindung zum Speichervolumen innerhalb des Kraftstoffeinspritzventils aufweist.In a further advantageous embodiment, the high-pressure inlet is formed as a bore in the housing, wherein the bore emerges depending on the installation position of the fuel injection valve either at the level of the pressure chamber from the housing or is guided through a high-pressure bore to another point of the injector, wherein the high-pressure bore within the housing runs and has no connection to the storage volume within the fuel injection valve.

Zeichnungendrawings

In der Zeichnung sind drei Ausführungsbeispiele des erfindungsgemäßen Kraftstoffeinspritzventils dargestellt. Es zeigt

Figur 1
eine schematische Darstellung eines erfindungsgemäßen Kraftstoffeinspritzventils im Längsschnitt zusammen mit einigen Anbaukomponenten,
Figur 2
ein weiteres Ausführungsbeispiel in derselben Darstellung wie Figur 1 und
Figur 3
ein weiteres Ausführungsbeispiel in derselben Darstellung wie Figur 1 oder 2.
In the drawing, three embodiments of the fuel injection valve according to the invention are shown. It shows
FIG. 1
a schematic representation of a fuel injection valve according to the invention in longitudinal section along with some add-on components,
FIG. 2
a further embodiment in the same representation as FIG. 1 and
FIG. 3
a further embodiment in the same representation as FIG. 1 or 2 ,

Beschreibung der AusführungsbeispieleDescription of the embodiments

In Figur 1 ist ein erstes Ausführungsbeispiel des erfindungsgemäßen Kraftstoffeinspritzventils dargestellt. Das Kraftstoffeinspritzventil weist ein Gehäuse 1 auf, in dem ein Druckraum 3 und ein Speichervolumen 7 ausgebildet sind. Innerhalb des Druckraums 3 bzw. des Speichervolumens 7 ist eine kolbenförmige Ventilnadel 5 längsverschiebbar angeordnet, wobei die Ventilnadel 5 in einem Führungsabschnitt 15 im Gehäuse 1 geführt ist, so dass in diesem Bereich zwischen der Ventilnadel 5 und dem Gehäuse 1 praktisch kein Kraftstoff zwischen dem Druckraum 3 und dem Speichervolumen 7 fließen kann. Die Ventilnadel 5 weist an ihrem in der Zeichnung unteren Ende eine Ventildichtfläche 10 auf, die im Wesentlichen konisch gestaltet ist und mit einem ebenfalls im Wesentlichen konischen Ventilsitz 8, der am brennraumseitigen Ende des Druckraums 3 ausgebildet ist, zur Steuerung des Kraftstoffflusses aus dem Druckraum 3 zu mehreren Einspritzöffnungen 9 zusammenwirkt. Die Einspritzöffnungen 9 sind hierbei im Gehäuse 1 ausgebildet und bilden die Öffnungen, über die der Kraftstoff in den Brennraum der entsprechenden Brennkraftmaschine eingespritzt wird.In FIG. 1 a first embodiment of the fuel injection valve according to the invention is shown. The fuel injection valve has a housing 1, in which a pressure chamber 3 and a storage volume 7 are formed. Within the pressure chamber 3 and the storage volume 7, a piston-shaped valve needle 5 is arranged longitudinally displaceable, wherein the valve needle 5 is guided in a guide portion 15 in the housing 1, so that in this area between the valve needle 5 and the housing 1 virtually no fuel between the pressure chamber. 3 and the storage volume 7 can flow. The valve needle 5 has at its lower end in the drawing, a valve sealing surface 10 which is designed substantially conical and with a likewise substantially conical valve seat 8, which is formed at the combustion chamber end of the pressure chamber 3, for controlling the flow of fuel from the pressure chamber. 3 cooperates to a plurality of injection openings 9. The injection openings 9 are in this case formed in the housing 1 and form the openings through which the fuel is injected into the combustion chamber of the corresponding internal combustion engine.

Die Ventilnadel 5 wird an ihrem ventilsitzabgewandten Ende innerhalb des Gehäuses 1 geführt und begrenzt zusammen mit dem Gehäuse 1 einen Steuerraum 16. Der im Steuerraum 16 wirkende Kraftstoffdruck wirkt auf die ventilsitzabgewandte Stirnseite der Ventilnadel 5 und erzeugt eine resultierende Schließkraft auf die Ventilnadel 5 in Richtung des Ventilsitzes 8. Zusätzlich zu dieser hydraulischen Kraft wirkt auf die Ventilnadel 5 die Kraft einer Schließfeder 17, die innerhalb des Speichervolumen 7 angeordnet ist und sich an einem mit der Ventilnadel 5 verbundenen Stützring 18 abstützt. Diese Schließfeder 17 dient hauptsächlich dazu, die Ventilnadel 5 im drucklosen Zustand des Kraftstoffeinspritzsystems in ihrer Schließstellung zu halten.The valve needle 5 is guided at its end remote from the valve seat within the housing 1 and limited together with the housing 1 a control chamber 16. The fuel pressure acting in the control chamber 16 acts on the valve seat facing away from the end of the valve needle 5 and generates a resultant closing force on the valve needle 5 in the direction of Valve seat 8. In addition to this hydraulic force acts on the valve needle 5, the force of a closing spring 17, which is disposed within the storage volume 7 and is supported on a connected to the valve needle 5 support ring 18. This closing spring 17 is mainly used to keep the valve needle 5 in the pressureless state of the fuel injection system in its closed position.

Zur Steuerung der Längsbewegung der Ventilnadel 5 kann im Steuerraum 16 ein wechselnder Kraftstoffdruck eingesetzt werden. Hierzu dient ein Steuerventil 25, das entweder im Gehäuse 1 integriert, oder - wie hier gezeigt - als separates Bauteil gefertigt sein kann. Das Steuerventil 25 ist als 2/2-Wegeventil ausgebildet und steuert den Kraftstofffluss aus einer Ablaufdrossel 27, über die Kraftstoff aus dem Steuerraum 16 in einem Leckölraum 28 abgesteuert werden kann. Je nach Stellung des Steuerventils 25 fließt so Kraftstoff aus dem Steuerraum 16 in den Leckölraum 28, wobei im Leckölraum 28 stets ein niedriger Kraftstoffdruck herrscht, der zumeist nur einige bar beträgt.For controlling the longitudinal movement of the valve needle 5, an alternating fuel pressure can be used in the control chamber 16. For this purpose, a control valve 25, which is either integrated in the housing 1, or - as shown here - can be made as a separate component. The control valve 25 is designed as a 2/2-way valve and controls the flow of fuel from an outlet throttle 27, can be controlled by the fuel from the control chamber 16 in a leakage oil chamber 28. Depending on the position of the control valve 25 so fuel flows from the control chamber 16 into the leakage oil chamber 28, wherein in the leakage oil chamber 28 always a low fuel pressure prevails, which is usually only a few bar.

Zur Kraftstoffversorgung des Steuerraums 16 dient die Zulaufdrossel 26, die im Gehäuse 1 ausgebildet ist und die das Speichervolumen 7 mit dem Steuerraum 16 verbindet. Die Zulaufdrossel 26 und die Ablaufdrossel 27 sind hierbei so aufeinander abgestimmt, dass bei geöffnetem Steuerventil 25 mehr Kraftstoff aus dem Steuerraum 16 abfließt, als über die Zulaufdrossel 26 nachfließen kann, so dass es zu einer Druckverminderung im Steuerraum 16 kommt. Ist das Steuerventil 25 geschlossen, so fließt Kraftstoff über die Zulaufdrossel 26 in den Steuerraum 16 nach, bis der Kraftstoffdruck im Steuerraum 16 dem Druck im Speichervolumen 7 entspricht und die Ventilnadel 5 in ihre Schließstellung, d. h. in Anlage an dem Ventilsitz 8 gedrückt wird.For fuel supply of the control chamber 16, the inlet throttle 26, which is formed in the housing 1 and connects the storage volume 7 with the control chamber 16 is used. The inlet throttle 26 and the outlet throttle 27 are in this case matched to one another that with the control valve 25 open, more fuel flows out of the control chamber 16 than can flow in via the inlet throttle 26, so that a pressure reduction in the control chamber 16 occurs. If the control valve 25 is closed, fuel flows via the inlet throttle 26 into the control chamber 16 until the fuel pressure in the control chamber 16 corresponds to the pressure in the storage volume 7 and the valve needle 5 in its closed position, d. H. is pressed in contact with the valve seat 8.

Zwischen dem Druckraum 3 und dem Speichervolumen 7 ist eine Dämpfungsdrossel 12 innerhalb der Ventilnadel 5 ausgebildet, so dass Kraftstoff gedämpft zwischen dem Druckraum 3 und dem Speichervolumen 7 fließen kann. Die Versorgung des Kraftstoffeinspritzventils mit Kraftstoff unter hohem Druck, der zur Einspritzung in den Brennraum der Brennkraftmaschine dient, ist ein Hochdruckanschluss 20 im Gehäuse 1 auf Höhe des Druckraums 3 vorgesehen, der über eine Hochdruckleitung 22 mit einem Hochdruckspeicher 24 verbunden ist. Im Hochdruckspeicher 24 wird stets Kraftstoff unter Einspritzdruck zu Verfügung gestellt, der je nach Betriebszustand der Brennkraftmaschine einige hundert oder bis zu 2000 bar betragen kann, in Einzelfällen auch höher.Between the pressure chamber 3 and the storage volume 7, a damping throttle 12 is formed within the valve needle 5, so that fuel can flow attenuated between the pressure chamber 3 and the storage volume 7. The supply of the fuel injection valve with fuel at high pressure, which is used for injection into the combustion chamber of the internal combustion engine, a high-pressure port 20 is provided in the housing 1 at the level of the pressure chamber 3, which is connected via a high pressure line 22 to a high-pressure accumulator 24. In the high-pressure accumulator 24, fuel is always provided under injection pressure which, depending on the operating state of the internal combustion engine, can amount to a few hundred or up to 2000 bar, in some cases even higher.

Bei der Einspritzung bewegt sich die Ventilnadel 5 aufgrund der Erniedrigung des Kraftstoffdrucks im Steuerraum 16 vom Ventilsitz 8 weg und gibt die Einspritzöffnungen 9 frei. Dadurch tritt Kraftstoff aus dem Druckraum 3 durch die Einspritzöffnungen 9 aus und gelangt so in den Brennraum der entsprechenden Brennkraftmaschine. Der über die Einspritzöffnungen 9 austretende Kraftstoff wird über die Hochdruckleitung 22 und damit letztendlich aus dem Hochdruckspeicher 24 und ebenso aus dem Speichervolumen 7 des Kraftstoffeinspritzventils nachgeführt, so dass an den Einspritzöffnungen 9 annäherungsweise konstanter Einspritzdruck vorhanden ist. Bei Beendigung der Einspritzung wird die Kraftstoffsäule, die sich durch die Einspritzung im Druckraum 3 und ebenso in den Hochdruckleitungen 22 in Bewegung gesetzt hat, abrupt abgebremst, so dass sich die kinetische Energie in Druckenergie umwandelt und zu entsprechenden Druckschwingungen innerhalb des Druckraums 3 und in der Hochdruckleitung 22 führt. Da es nun zu Druckunterschieden an der Dämpfungsdrossel 12 zwischen dem Druckraum 3 und dem Speichervolumen 7 kommt, strömt Kraftstoff durch die Dämpfungsdrossel 12 vom Druckraum 3 in das Speichervolumen 7 und umgekehrt, so dass die Druckschwingungen innerhalb des Druckraums 3 und gegebenenfalls der Hochdruckleitung 22 rasch abgedämpft werden und sehr schnell wieder ein statischer Zustand erreicht wird. Das Einspritzventil befindet sich vor der nächsten Kraftstoffeinspritzung dadurch in einem definierten Zustand. Da die Kraftstoffzufuhr nicht durch das Speichervolumen 7 erfolgt, bleibt der Zustand innerhalb des Speichervolumens 7 während des ganzen Einspritzvorganges und danach weitgehend konstant, so dass entsprechend auch an der Zulaufdrossel 26 ein definierter Kraftstoffdruck erhalten bleibt, der für eine zuverlässige Funktion des Steuerventils 25 und damit für eine präzise Steuerung des Kraftstoffdrucks im Steuerraum 16 unerlässlich ist.During the injection, the valve needle 5 moves away from the valve seat 8 due to the lowering of the fuel pressure in the control chamber 16 and releases the injection openings 9. As a result, fuel exits the pressure chamber 3 through the injection openings 9 and thus enters the combustion chamber of the corresponding internal combustion engine. The fuel exiting via the injection openings 9 is fed via the high-pressure line 22 and thus ultimately from the high-pressure accumulator 24 and also from the storage volume 7 of the fuel injection valve, so that approximately constant injection pressure is present at the injection openings 9. Upon completion of the injection, the fuel column, which has set by the injection in the pressure chamber 3 and also in the high-pressure lines 22 in motion, decelerated abruptly, so that the kinetic energy converts into pressure energy and corresponding pressure oscillations within the pressure chamber 3 and in the High pressure line 22 leads. Since there now comes to pressure differences at the damping throttle 12 between the pressure chamber 3 and the storage volume 7, fuel flows through the damping throttle 12 from the pressure chamber 3 in the storage volume 7 and vice versa, so that the pressure oscillations within the pressure chamber 3 and possibly the high-pressure line 22 damped quickly and very quickly a static state is reached again. The injection valve is thereby in a defined state before the next fuel injection. Since the fuel supply is not carried out by the storage volume 7, the state within the storage volume 7 throughout the injection process and thereafter remains substantially constant, so that at the inlet throttle 26 a defined fuel pressure is maintained accordingly, for a reliable operation of the control valve 25 and thus for a precise control of the fuel pressure in the control chamber 16 is essential.

In Figur 2 ist ein weiteres Ausführungsbeispiel des erfindungsgemäßen Kraftstoffeinspritzventils dargestellt, wobei sich die Figur 2 von der Figur 1 nur in der Anordnung der Dämpfungsdrossel 12 unterscheidet. Diese ist in diesem Ausführungsbeispiel nicht mehr als Querbohrung innerhalb der Ventilnadel 5 ausgebildet, sondern als Bohrung bzw. Kanal innerhalb des Gehäuses 1 des Kraftstoffeinspritzventils. Es kann hierbei vorgesehen sein, dass das Gehäuse 1 mehrteilig ausgebildet ist und die Dämpfungsdrossel 12 in einem Bauteil ausgebildet ist, das sich gut bearbeiten lässt, so dass die Dämpfungsdrossel kostengünstig und mit der nötigen Präzision herstellbar ist.In FIG. 2 is shown a further embodiment of the fuel injection valve according to the invention, wherein the FIG. 2 of the FIG. 1 only differs in the arrangement of the damping throttle 12. This is no longer formed in this embodiment as a transverse bore within the valve needle 5, but as a bore or channel within the housing 1 of the fuel injection valve. It can be provided in this case that the housing 1 is formed in several parts and the damping throttle 12 is formed in a component that can be processed well, so that the damping throttle can be produced inexpensively and with the necessary precision.

In Figur 3 ist ein weiteres Ausführungsbeispiel des erfindungsgemäßen Kraftstoffeinspritzventils dargestellt, wobei sich dieses Ausführungsbeispiel von dem in Figur 1 gezeigten nur dadurch unterscheidet, dass der Hochdruckanschluss 20 nicht seitlich am Gehäuse ausgebildet ist. Die Anordnung des Hochdruckanschlusses 20 seitlich am Kraftstoffeinspritzventil, wie in Figur 1 gezeigt, erfordert an dieser Stelle eine Zugänglichkeit für die Hochdruckleitung 22, was nicht in allen Brennkraftmaschinen gegeben ist. Soll die Zuführung des Kraftstoffs von der brennraumabgewandten Stirnseite des Kraftstoffseinspritzventils her erfolgen, so kann ein Hochdruckkanal 21 innerhalb des Gehäuses 1 ausgebildet werden, der den Druckraum 3 direkt mit dem Kraftstoffanschluss an der brennraumabgewandten Stirnseite des Kraftstoffeinspritzventils verbindet, von wo aus schließlich die Hochdruckleitung 22 zum Hochdruckspeicher 24 ausgeht.In FIG. 3 is a further embodiment of the fuel injection valve according to the invention shown, this embodiment of the in FIG. 1 shown differs only in that the high-pressure port 20 is not formed laterally on the housing. The arrangement of the high pressure port 20 side of the fuel injection valve, as in FIG. 1 shown at this point requires accessibility for the high pressure line 22, which is not given in all internal combustion engines. If the supply of the fuel from the end face of the fuel injection valve remote from the combustion chamber takes place, then a high-pressure passage 21 can be formed within the housing 1 which directs the pressure chamber 3 directly to the fuel connection at the combustion chamber Front side of the fuel injection valve connects, from where finally the high pressure line 22 to the high-pressure accumulator 24 goes out.

Der Durchmesser der Dämpfungsdrossel 12 bemisst sich nach den Volumina von Druckraum 3 und Speichervolumen 7, wobei sich Querschnittsflächen der Dämpfungsdrossel als sinnvoll erwiesen haben, die kleiner als 1 mm2 vorzugsweise kleiner als 1,5 mm2 sein sollten.The diameter of the damping throttle 12 is measured according to the volumes of pressure chamber 3 and storage volume 7, wherein cross-sectional areas of the damping throttle have proven to be useful, which should be less than 1 mm 2, preferably less than 1.5 mm 2 .

Claims (6)

  1. Fuel injection valve for internal combustion engines, having a housing (1) in which a piston-shaped valve needle (5) is arranged in longitudinally movable fashion, which valve needle is surrounded by a pressure chamber (3) and interacts with a valve seat (8) in order to control a flow of fuel out of the pressure chamber (3) to at least one injection opening (9), and having an accumulator volume (7) which is formed in the housing (1) and which is connected to the pressure chamber (3) via a damping throttle (12), and having a fuel-filled control chamber (16) which is connectable by way of a control valve (25) to a leakage oil chamber (28) and the pressure of which acts at least indirectly on the valve needle (5) in the direction of the valve seat (8), wherein the accumulator volume (7) is connected to the control chamber (16) via an inlet throttle (26), characterized in that the pressure chamber (3) is connected directly to a high-pressure inlet (20) via which fuel at high pressure can be introduced.
  2. Fuel injection valve according to Claim 1, characterized in that the valve needle (5) extends both through the pressure chamber (3) and through the accumulator volume (7), and the damping throttle (12) is formed as a bore in the valve needle (5).
  3. Fuel injection valve according to Claim 1, characterized in that the valve needle (5) extends both through the pressure chamber (3) and through the accumulator volume (7), and the damping throttle (12) is formed as a bore in the housing (1).
  4. Fuel injection valve according to Claim 1, characterized in that the accumulator volume (7) is closed off apart from the damping throttle (12) and the inlet throttle (26).
  5. Fuel injection valve according to Claim 1, characterized in that the high-pressure inlet (20) is formed as a bore in the housing (1) at the level of the pressure chamber (3).
  6. Fuel injection valve according to Claim 1, characterized in that the high-pressure inlet (20) is formed as a high-pressure bore (21) in the housing (1), which high-pressure bore runs at least partially in the housing section that surrounds the accumulator volume (7).
EP11804571.5A 2010-12-23 2011-12-22 Fuel injection valve for internal combustion engines Not-in-force EP2655850B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201010064057 DE102010064057A1 (en) 2010-12-23 2010-12-23 Fuel injection valve for internal combustion engines
PCT/EP2011/073755 WO2012085186A1 (en) 2010-12-23 2011-12-22 Fuel injection valve for internal combustion engines

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EP2655850A1 EP2655850A1 (en) 2013-10-30
EP2655850B1 true EP2655850B1 (en) 2015-09-09

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EP (1) EP2655850B1 (en)
CN (1) CN103261660B (en)
DE (1) DE102010064057A1 (en)
WO (1) WO2012085186A1 (en)

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GB2559598B (en) * 2017-02-10 2020-04-08 Delphi Tech Ip Ltd Fuel injector nozzle assembly

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9508623D0 (en) * 1995-04-28 1995-06-14 Lucas Ind Plc "Fuel injection nozzle"
DE19727896A1 (en) * 1997-07-01 1999-01-07 Bosch Gmbh Robert Fuel injector
DE10121891A1 (en) 2001-05-05 2002-11-07 Bosch Gmbh Robert Fuel injection valve for internal combustion engines
DE102004005451A1 (en) * 2004-02-04 2005-08-25 Robert Bosch Gmbh Fuel injection system for internal combustion engines
CN1715638A (en) * 2004-06-28 2006-01-04 株式会社电装 Fuel jet valve for internal combustion engine
JP4532398B2 (en) * 2005-12-08 2010-08-25 トヨタ自動車株式会社 Fuel injection device
DE102005062549A1 (en) * 2005-12-27 2007-07-05 Robert Bosch Gmbh Fuel injector for internal combustion engine has control valve fully integrated into fuel injector, high pressure fuel storage device connected to control chamber and integrated into fuel injector
DE102006060657A1 (en) * 2006-12-21 2008-07-03 Robert Bosch Gmbh Fuel injector
DE102008002153B4 (en) 2008-06-02 2016-02-18 Robert Bosch Gmbh Fuel injector
DE102008041553A1 (en) * 2008-08-26 2010-03-04 Robert Bosch Gmbh Fuel-injector, particularly common rail injector, for injection of fuel into combustion chamber of internal combustion engine, has actuator which is arranged in low pressure area of fuel-injector

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CN103261660B (en) 2016-01-13
EP2655850A1 (en) 2013-10-30
CN103261660A (en) 2013-08-21
WO2012085186A1 (en) 2012-06-28
DE102010064057A1 (en) 2012-06-28

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