EP2798192B1 - Fuel injector for combustion engine - Google Patents

Fuel injector for combustion engine Download PDF

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Publication number
EP2798192B1
EP2798192B1 EP12809283.0A EP12809283A EP2798192B1 EP 2798192 B1 EP2798192 B1 EP 2798192B1 EP 12809283 A EP12809283 A EP 12809283A EP 2798192 B1 EP2798192 B1 EP 2798192B1
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EP
European Patent Office
Prior art keywords
pressure
chamber
control
valve
control valve
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EP12809283.0A
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German (de)
French (fr)
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EP2798192A1 (en
Inventor
Henning Kreschel
Christian Grimminger
Marco Beier
Roman Etlender
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0071—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059 characterised by guiding or centering means in valves including the absence of any guiding means, e.g. "flying arrangements"
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0073—Pressure balanced valves

Definitions

  • the invention relates to a fuel injection valve for internal combustion engines, as it is preferably used for the injection of fuel directly into a combustion chamber of an internal combustion engine.
  • Various fuel injection valves for internal combustion engines are known from the prior art, which are preferably used for fuel injection in combustion chambers of self-igniting internal combustion engines. And so is from the disclosure in DE 100 24 702 A1 a fuel injection valve is known which comprises a nozzle needle, which is arranged longitudinally movable in a nozzle body. The valve needle opens and closes several injection ports and connects them with or seals against a pressure chamber surrounding the nozzle needle. To control the longitudinal movement of the nozzle needle, the fuel pressure in a control chamber is regulated, which is limited by the nozzle needle, wherein the pressure in the control chamber exerts a closing force on the nozzle needle.
  • the control chamber is connected via a control valve with a leakage oil space, so that it is connectable via the control valve with the leakage oil space.
  • the control valve can be designed differently: In the injection valve known here, the control valve member which is movably arranged in the control valve, designed as a ball which cooperates with a conical valve seat.
  • the injector When designing the control valve, make sure that the injector works within a wide pressure range. Especially when used in high-speed, self-igniting internal combustion engines used in passenger cars It is important that the injector operate reliably at both low pressure of, for example, only 300 bar, up to the maximum injection pressure of more than 2000 bar.
  • control valves of fuel injection valves for example WO 02/052144 A1
  • the control valve member is constantly pressurized by the fuel pressure in the control chamber, so that an opening force acts on the control valve member which pushes it away from the conical valve seat.
  • the control valve must keep safely closed at any injection pressure of, for example, 300 bar to over 2000 bar, with some injectors up to 2500 bar.
  • this closing force is applied exclusively by a closing spring, which must be formed with a correspondingly high spring constant.
  • the actuator such as an electromagnet, must overcome this force. If only a small force acts on the control valve member at a low injection pressure, the electromagnet must open against almost the entire force of the closing spring.
  • the actuator Since the pressurized surface on the control valve member can also change due to the wear associated with the runtime, the actuator must be designed with a redundancy, ie it must be able to generate significantly higher forces than would actually be necessary to perform the function over the entire term to ensure. This makes it necessary to provide a correspondingly strong electromagnet in the injection valve, which can muster the necessary forces.
  • an injection valve for fuel from self-igniting internal combustion engines only at a certain injection pressure or only in a narrow pressure range, so the known fuel injection valves are not optimally designed for this, since they must be suitable for all injection pressures, and - as described above - the electromagnet or Piezo actuators of the control valves are designed accordingly.
  • injection valves such as those used for stationary engines, or for so-called range extender in electrically powered vehicles, the known injectors are too expensive and thus too expensive.
  • the object of the present invention is thus to provide a fuel injection valve which provides optimal function with little constructive effort for injection in a narrow pressure range.
  • the fuel injection valve has a nozzle needle, which is at least indirectly acted upon by the pressure in a control chamber in a closing direction, wherein the control chamber can be filled with fuel under high pressure.
  • the control chamber is connected to a control valve, via which a connection to a low pressure space is made possible, wherein the control valve comprises a movable control valve member.
  • a valve chamber is arranged, wherein the valve chamber is hydraulically connected to the control chamber via a throttle connection and the valve chamber in turn via the control valve with the low-pressure chamber.
  • a pressure pin is provided, which projects through the valve chamber into the control chamber, wherein the pressure pin is acted upon by the pressure in the control chamber with a hydraulic force and thereby exerts an opening force on the control valve member.
  • the high injection pressure prevails in the control chamber, as is provided by a high-pressure pump or by a high-pressure accumulator.
  • the high fuel pressure acts on the pressure pin, this force being proportional to the pressure applied in the control chamber.
  • a pressure in the opening direction also acts on the sealing surface of the control valve member, as far as the sealing surface is acted upon by the pressure in the valve chamber is and is not compensated by the pressure on the control surface facing away from the pressure surface of the pressure bolt.
  • the pressure on the pressure pin and the sealing surface causes a force on the control valve member in the opening direction and thus reduces the necessary opening force on the control valve member, which allows the use of a small solenoid or piezoelectric actuator, since the control valve member can be easily opened by acting on it hydraulic opening force ,
  • the pressure pin that even when the control valve is open, an opening force acts on the control valve member, since the pressure in the control chamber does not fall to zero.
  • the use of smaller actuators is possible, which causes lower costs and requires less space.
  • higher pressures can be realized with the control valve according to the invention than with the known control valves.
  • the control chamber is connected to a high-pressure line via an inlet throttle, wherein the high-pressure line can be filled with fuel under high pressure.
  • the connection of the control chamber to the high-pressure line results in a pressure gradient starting from the high-pressure line via the control chamber and the valve chamber as far as the low-pressure chamber when the control valve is open.
  • the fuel flowing out of the valve chamber lowers the fuel pressure in the valve chamber, resulting in a pressure gradient between the valve chamber and the control chamber results.
  • fuel flows through the outlet throttle from the control chamber into the valve chamber, which also reduces the pressure in the control chamber.
  • the throttle connection is designed so that more fuel flows through the throttle connection from the control chamber, as it flows simultaneously via the inlet throttle.
  • the fuel injection valve or the associated control valve is only suitable for a certain pressure or for a very narrow pressure range, a low pressure reduction in the control chamber is already sufficient to achieve the pressure level necessary for opening the nozzle needle.
  • the control valve thus manages with a low amount of diversion, as is the case with conventional injectors.
  • the pressure pin is connected in an advantageous manner releasably or permanently connected to the control valve member so that it always moves synchronously with this.
  • the pressure pin as a separate component is formed, which only abuts the control valve member. Due to the pressure in the control chamber, the connection of the pressure bolt with the control valve member is always ensured as long as the fuel injection valve is in operation.
  • the throttle connection between the control chamber and the valve chamber can be done in an advantageous manner by recesses on the pressure pin or on the wall of the bore in which the pressure pin is guided.
  • This connection bore is preferably formed in a valve piece which limits both the control chamber and the valve space to the outside.
  • the throttle connection is formed by a hole in the pressure bolt itself, for which different embodiments come into question.
  • control valve member whose sealing surface is designed so that it cooperates with a sealing surface in the closed state of the control valve and thereby seals the control valve.
  • sealing surface is spherical and the valve seat has a cone shape.
  • FIG. 1 a fuel injection valve according to the invention is shown schematically in longitudinal section, wherein only the essential parts of the fuel injection valve are shown.
  • the fuel injection valve 1 has a nozzle body 12, in which a pressure chamber 11 is formed with a nozzle needle 10 which is displaceably arranged therein.
  • the combustion chamber facing the lower end of the nozzle needle 10 is formed as a valve sealing surface 13 and cooperates with a formed on the combustion chamber end of the nozzle body 12 conical valve seat 14.
  • the valve sealing surface 13 is formed as a double cone and thus forms a sealing edge between the two conical surfaces, with which the nozzle needle 10 rests on the valve seat 14.
  • a plurality of injection openings 15 are formed in the nozzle body 12, through which the fuel can ultimately be introduced into a combustion chamber of the internal combustion engine.
  • the supply of fuel under high pressure via a high-pressure line 8, in the right part of the FIG. 1 is shown schematically.
  • the high-pressure line 8 is connected, for example, to a high-pressure accumulator, in which fuel is stored under high pressure and which is fed by a high-pressure pump.
  • valve seat facing away from the end of the nozzle needle 10 is guided in a valve piece 2, which also forms part of the fuel injection valve 1.
  • the valve member 2 for this purpose has a bore 16 which serves as a guide for the valve seat facing away from the end of the nozzle needle 10 so that a control chamber 22 is limited by the valve seat facing away from the end face of the nozzle needle 10 and the bore 16.
  • the control chamber 22 is connected via an inlet throttle 24 with the high pressure line 8, so that via the inlet throttle 24 always fuel under high pressure from the high pressure line 8 can flow into the control chamber 22.
  • a valve chamber 20 is further formed, which is connected to the control chamber 22 via a throttle connection 23, which is formed here as a bore in the valve piece 2.
  • a control valve 3 is provided to connect the valve chamber 20 with a low-pressure chamber 25 in the fuel injection valve 1.
  • the control valve 3 comprises a control valve member 4 with an integrally molded thereon armature 40, which cooperates with an electromagnet 7.
  • the electromagnet 7 is surrounded by an iron core 9 to enhance the magnetic effect.
  • the control valve member 4 has on its the valve piece 2 facing end face on a sealing surface 5, which is for example spherical and with which the control valve member 4 cooperates with a control valve seat 6 which is formed on the valve piece 2 and has a substantially conical shape.
  • control valve member 4 is acted upon by the force of a closing spring 17 in the direction of the control valve seat 6, so that the control valve member 4 is always pressed against the control valve seat 6 with the electromagnet 7 switched off and thus closes the connection of the valve chamber 20 to the low-pressure space 25.
  • Integral with the control valve member 4 is formed on this a pressure pin 30 which projects through the valve chamber 20 into a bore 32 which is formed in the valve piece 2 and extends between the valve chamber 20 and the control chamber 22, wherein the pressure pin 30 in this bore 32nd is guided.
  • the gap formed between the bore 32 and the piston 30 acts as a parasitic outlet throttle, which is connected in parallel to the throttle connection 23.
  • the front side of the pressure piston 30 projects into the control chamber 22 and is acted upon by the pressure in the control chamber 22, so that a hydraulic force acts on the pressure pin 30, which in turn transmits to the control valve member 4, so that this force in the opening direction on the control valve member 4th acts and thus the force of the closing spring 17 against.
  • the effective diameter of the pressure pin 30, which is acted upon by the pressure in the control chamber 22 is designated in the drawing with D B.
  • the sealing of the valve chamber 20 with respect to the leakage oil chamber 25 is effected by contact of the control valve member 4 on the control valve seat 6, as already shown above.
  • the spring constant and the bias of the closing spring 17 must therefore be selected so that the control valve member 4 remains closed until the desired opening pressure of the control valve and counteracts the hydraulic forces by the pressure in the control chamber 22 and the valve chamber 20. Since the injection valve should only work at a certain pressure or a certain, smaller pressure range, the electromagnet is designed to be correspondingly small, so that it can exert only a relatively small force on the armature 40 and thus on the control valve member 4. As a result, the injection valve operates only from a certain threshold pressure, namely when the force difference between the hydraulic opening force on the pressure pin 30 and the control valve member 4 on the one hand and the force of the closing spring 17 on the other hand is so small that the opening force applied by the electromagnet 7 can be.
  • the pressure decrease in the control chamber 22 is only small, and depends essentially on the ratio of the flow resistance of the inlet throttle 24 and outlet throttle 23, while the pressure in the valve chamber 20 drops to the level of the low pressure chamber 25. Since the injection valve has to work only in a small pressure range, it can be designed so that even a slight decrease in pressure in the control chamber 22 leads to an opening of the nozzle needle 10, namely, when the hydraulic forces on the nozzle needle 10, the fuel pressure in the Pressure chamber 11 are generated, sufficient to open the nozzle needle 10 against the hydraulic force in the control chamber 22. As soon as the nozzle needle 10 has lifted off the valve seat 14, fuel flows from the pressure chamber 11 to the injection openings 15 and is injected through them into a combustion chamber of an internal combustion engine.
  • control valve 3 does not open below a certain threshold pressure, which may be, for example, 1000 bar. How high the opening pressure is, in addition to the force of the electromagnet 7 essentially depends on the diameters of the pressure piston 30 and the sealing seat of the control valve member 4. The small force that is required to open the control valve member 4 can be exploited insofar as the electromagnet 7 has to apply only a small force and is accordingly small and inexpensive to produce.
  • the seat valve which is formed between the sealing surface 5 and the control valve seat 6, but it is also ensured that no leakage takes place in the closed state, so no permanent leakage.
  • the seat valve is wear-resistant.
  • FIG. 2 a further embodiment of the control valve 3 according to the invention is shown, in which case only the control valve 3 itself is shown schematically with the essential components.
  • This embodiment differs from the embodiment FIG. 1 only in that the pressure pin 30 is formed here as a separate component, which is accommodated in a receiving bore 34 of the control valve member 4, wherein the pressure pin 30 is fixed in the receiving bore 34.
  • the separate construction has the advantage that both components, so the control valve member 4 together with armature 40 and the pressure pin 30 can be made in a separate manufacturing process, which in each case requires fewer steps and thus less prone to error.
  • the diameter of the pressure pin 30 D B and the diameter of the sealing seat D S the same size.
  • FIG. 3 is shown a further embodiment of the control valve 3 according to the invention, again in the same representation as FIG. 2 ,
  • the pressure pin 30 is also designed here as a separate component, but it is not firmly connected to the control valve member 4, but rests only on the sealing surface 5 of the control valve member 4.
  • the hydraulic force of the control chamber 22 and pushes it against the control valve member 4. This does not change when the control valve member 4 is pulled away by the electromagnet 7 from the control valve seat 6, as by the pressure in the control chamber 22 always an excess of force with respect to the control valve member 4 acts on the pressure pin 30 so that it remains in contact with the control valve member 4 in each phase of the movement.
  • a return spring 37 may be provided in the control chamber 22, which is arranged between the nozzle needle 10 and the pressure pin 30 and this even with pressure in the control chamber 22 with a small force against the control valve member 4 presses, the force of the return spring 37 is much smaller than the force of the closing spring 17.
  • FIG. 4a a further embodiment of the control valve 3 according to the invention is shown.
  • the throttle connection 23 is formed as a bore within the pressure bolt 30, wherein the throttle connection 33 is designed as a central longitudinal bore, which is designed in a transverse bore, which ultimately opens into the valve chamber 20.
  • the pressure pin 30 is additionally designed as a separate component, as shown in FIG. 4a is shown, the holes that form the throttle connection 23 can be inexpensively introduced in the normal manufacturing process.
  • FIG. 4b a further embodiment of the control valve 3 according to the invention is shown.
  • the throttle connection 23 is designed here as an oblique bore within the pressure bolt 30, wherein if necessary, a plurality of oblique bores may be formed in the pressure pin 30, which together form the throttle connection 22.
  • the pressure pin 30 may be designed as a separate component or in one piece with the control valve member 4th
  • FIG 4c an alternative embodiment of the throttle connection 23 is shown. This is dispensed with holes in the valve piece 2 or in the pressure pin 30. Instead, a plurality of evenly distributed over the circumference ports are formed on the pressure pin 30, which together form the throttle connection 23. Alternatively, it can also be provided that, instead of the bevels on the pressure pin 30, recesses are provided on the wall of the bore 32 in the valve piece 2, which then form the throttle connection 23. Such bevels on the pressure pin 30 can be produced inexpensively.

Description

Die Erfindung betrifft ein Kraftstoffeinspritzventil für Brennkraftmaschinen, wie es vorzugsweise zur Einspritzung von Kraftstoff direkt in einen Brennraum einer Brennkraftmaschine Verwendung findet.The invention relates to a fuel injection valve for internal combustion engines, as it is preferably used for the injection of fuel directly into a combustion chamber of an internal combustion engine.

Stand der TechnikState of the art

Aus dem Stand der Technik sind verschiedene Kraftstoffeinspritzventile für Brennkraftmaschinen bekannt, die vorzugsweise zur Kraftstoffeinspritzung in Brennräume von selbstzündenden Brennkraftmaschinen Verwendung finden. Und so ist aus der Offenlegungsschrift in DE 100 24 702 A1 ein Kraftstoffeinspritzventil bekannt, das eine Düsennadel umfasst, die längsbewegbar in einem Düsenkörper angeordnet ist. Die Ventilnadel öffnet und schließt dabei mehrere Einspritzöffnungen und verbindet sie mit oder dichtet sie gegen einen Druckraum ab, der die Düsennadel umgibt. Zur Steuerung der Längsbewegung der Düsennadel wird der Kraftstoffdruck in einem Steuerraum reguliert, der von der Düsennadel begrenzt wird, wobei der Druck im Steuerraum eine Schließkraft auf die Düsennadel ausübt. Der Steuerraum ist über ein Steuerventil mit einem Leckölraum verbindbar, so dass er über das Steuerventil mit dem Leckölraum verbindbar ist. Das Steuerventil kann verschieden ausgebildet sein: Bei dem hier bekannten Einspritzventil ist das Steuerventilglied, das beweglich im Steuerventil angeordnet ist, als Kugel ausgebildet, die mit einem konischen Ventilsitz zusammenwirkt.Various fuel injection valves for internal combustion engines are known from the prior art, which are preferably used for fuel injection in combustion chambers of self-igniting internal combustion engines. And so is from the disclosure in DE 100 24 702 A1 a fuel injection valve is known which comprises a nozzle needle, which is arranged longitudinally movable in a nozzle body. The valve needle opens and closes several injection ports and connects them with or seals against a pressure chamber surrounding the nozzle needle. To control the longitudinal movement of the nozzle needle, the fuel pressure in a control chamber is regulated, which is limited by the nozzle needle, wherein the pressure in the control chamber exerts a closing force on the nozzle needle. The control chamber is connected via a control valve with a leakage oil space, so that it is connectable via the control valve with the leakage oil space. The control valve can be designed differently: In the injection valve known here, the control valve member which is movably arranged in the control valve, designed as a ball which cooperates with a conical valve seat.

Bei der Auslegung des Steuerventils ist darauf zu achten, dass der Injektor in einem breiten Druckbereich funktioniert. Gerade bei der Verwendung in schnelllaufenden, selbstzündenden Brennkraftmaschinen, die in Personenkraftwagen Verwendung finden, ist es wichtig, dass das Einspritzventil sowohl bei niedrigem Druck von beispielsweise nur 300 bar, bis hinauf zum maximalen Einspritzdruck von mehr als 2000 bar zuverlässig arbeitet.When designing the control valve, make sure that the injector works within a wide pressure range. Especially when used in high-speed, self-igniting internal combustion engines used in passenger cars It is important that the injector operate reliably at both low pressure of, for example, only 300 bar, up to the maximum injection pressure of more than 2000 bar.

Bei den bekannten Steuerventilen von Kraftstoffeinspritzventilen z.B WO 02/052144 A1 wird das Steuerventilglied ständig vom Kraftstoffdruck im Steuerraum mit Druck beaufschlagt, so dass eine öffnende Kraft auf das Steuerventilglied wirkt, die dieses weg vom konischen Ventilsitz drückt. Das Steuerventil muss jedoch bei jedem Einspritzdruck von beispielweise 300 bar bis über 2000 bar, bei manchen Einspritzventilen bis zu 2500 bar, sicher geschlossen halten. Bei den gebräuchlichen Einspritzventilen wird diese Schließkraft ausschließlich durch eine Schließfeder aufgebracht, die mit einer entsprechend hohen Federkonstanten ausgebildet sein muss. Der Aktor, beispielsweise ein Elektromagnet, muss diese Kraft überwinden. Wirkt auf das Steuerventilglied bei einem niedrigen Einspritzdruck nur eine geringe Kraft, so muss der Elektromagnet gegen fast die gesamte Kraft der Schließfeder öffnen. Da sich die mit Druck beaufschlagte Fläche am Steuerventilglied durch den mit der Laufzeit bedingten Verschleiß auch ändern kann, muss der Aktor mit einer Redundanz ausgelegt werden, d. h. er muss deutlich höhere Kräfte erzeugen können, als eigentlich notwendig wären, um die Funktion über die gesamte Laufzeit zu gewährleisten. Dies macht es notwendig, einen entsprechend starken Elektromagneten im Einspritzventil vorzusehen, der die notwendigen Kräfte aufbringen kann.In the known control valves of fuel injection valves, for example WO 02/052144 A1 The control valve member is constantly pressurized by the fuel pressure in the control chamber, so that an opening force acts on the control valve member which pushes it away from the conical valve seat. However, the control valve must keep safely closed at any injection pressure of, for example, 300 bar to over 2000 bar, with some injectors up to 2500 bar. In the conventional injectors, this closing force is applied exclusively by a closing spring, which must be formed with a correspondingly high spring constant. The actuator, such as an electromagnet, must overcome this force. If only a small force acts on the control valve member at a low injection pressure, the electromagnet must open against almost the entire force of the closing spring. Since the pressurized surface on the control valve member can also change due to the wear associated with the runtime, the actuator must be designed with a redundancy, ie it must be able to generate significantly higher forces than would actually be necessary to perform the function over the entire term to ensure. This makes it necessary to provide a correspondingly strong electromagnet in the injection valve, which can muster the necessary forces.

Um die Abhängigkeit vom Einspritzdruck zu reduzieren, ist es vorstellbar, die vom Kraftstoffdruck beaufschlagte Fläche des Steuerventilglieds dadurch klein zu halten, indem eine sehr kleine Kugel als Steuerventilglied verwendet wird. Dies bringt jedoch die Schwierigkeit mit sich, dass die Dichtlinie aus einem entsprechend kleinen Kreis besteht, so dass ein großer Hub des Steuerventilglieds erforderlich ist, um den notwendigen Absteuerquerschnitt aufzusteuern. Die Kugel muss also einen großen Hub durchfahren, um die notwendige Öffnungsfunktion zu erfüllen. Diese bedingt aber ebenfalls einen starken Elektromagneten, der die notwendige magnetische Kraft aufbringen kann, um den Spalt zwischen Magnetanker und Elektromagnet zu überwinden.In order to reduce the dependence on the injection pressure, it is conceivable to keep the area of the control valve member acted upon by the fuel pressure small by using a very small ball as the control valve member. However, this entails the difficulty that the sealing line consists of a correspondingly small circle, so that a large stroke of the control valve member is required to aufzusteuern the necessary Absteuerquerschnitt. So the ball has to go through a big stroke to fulfill the necessary opening function. However, this also requires a strong electromagnet, which can muster the necessary magnetic force to overcome the gap between the armature and electromagnet.

Soll ein Einspritzventil für Kraftstoff von selbstzündenden Brennkraftmaschinen nur bei einem bestimmten Einspritzdruck arbeiten oder nur in einem engen Druckbereich, so sind die bekannten Kraftstoffeinspritzventile hierfür nicht optimal ausgelegt, da sie für sämtliche Einspritzdrücke geeignet sein müssen, und - wie oben geschildert - die Elektromagneten bzw. Piezoaktoren der Steuerventile entsprechend ausgelegt sind. Bei Einspritzventilen, wie sie beispielsweise für Stationärmotoren Verwendung finden, oder für sogenannte Range Extender bei elektrisch betriebenen Fahrzeugen, sind die bekannten Einspritzventile damit zu aufwendig und damit zu kostenintensiv. Die Aufgabe der vorliegenden Erfindung ist damit, ein Kraftstoffeinspritzventil zur Verfügung zu stellen, das mit geringem konstruktiven Aufwand für die Einspritzung in einem engen Druckbereich eine optimale Funktion zur Verfügung stellt.If an injection valve for fuel from self-igniting internal combustion engines only at a certain injection pressure or only in a narrow pressure range, so the known fuel injection valves are not optimally designed for this, since they must be suitable for all injection pressures, and - as described above - the electromagnet or Piezo actuators of the control valves are designed accordingly. In injection valves, such as those used for stationary engines, or for so-called range extender in electrically powered vehicles, the known injectors are too expensive and thus too expensive. The object of the present invention is thus to provide a fuel injection valve which provides optimal function with little constructive effort for injection in a narrow pressure range.

Vorteile der ErfindungAdvantages of the invention

Die Aufgabe wird durch das erfindungsgemäße Kraftstoffeinspritzventil gelöst. Hierzu weist das Kraftstoffeinspritzventil eine Düsennadel auf, die zumindest mittelbar vom Druck in einen Steuerraum in einer Schließrichtung beaufschlagt wird, wobei der Steuerraum mit Kraftstoff unter hohem Druck befüllbar ist. Der Steuerraum ist mit einem Steuerventil verbunden, über den eine Verbindung mit einem Niederdruckraum ermöglicht ist, wobei das Steuerventil ein bewegliches Steuerventilglied umfasst. Zwischen dem Steuerraum und dem Niederdruckraum ist ein Ventilraum angeordnet, wobei der Ventilraum mit dem Steuerraum über eine Drosselverbindung hydraulisch verbunden ist und der Ventilraum seinerseits über das Steuerventil mit dem Niederdruckraum. Weiterhin ist ein Druckbolzen vorgesehen, der durch den Ventilraum bis in den Steuerraum ragt, wobei der Druckbolzen durch den Druck im Steuerraum mit einer hydraulischen Kraft beaufschlagt ist und dadurch eine Öffnungskraft auf das Steuerventilglied ausübt.The object is achieved by the fuel injection valve according to the invention. For this purpose, the fuel injection valve has a nozzle needle, which is at least indirectly acted upon by the pressure in a control chamber in a closing direction, wherein the control chamber can be filled with fuel under high pressure. The control chamber is connected to a control valve, via which a connection to a low pressure space is made possible, wherein the control valve comprises a movable control valve member. Between the control chamber and the low pressure chamber, a valve chamber is arranged, wherein the valve chamber is hydraulically connected to the control chamber via a throttle connection and the valve chamber in turn via the control valve with the low-pressure chamber. Furthermore, a pressure pin is provided, which projects through the valve chamber into the control chamber, wherein the pressure pin is acted upon by the pressure in the control chamber with a hydraulic force and thereby exerts an opening force on the control valve member.

Bei geschlossenem Kraftstoffeinspritzventil herrscht im Steuerraum der hohe Einspritzdruck, wie er von einer Hochdruckpumpe bzw. von einem Hochdruckspeicher zur Verfügung gestellt wird. Der hohe Kraftstoffdruck wirkt auf den Druckbolzen, wobei diese Kraft proportional zum Druck ist, der im Steuerraum anliegt. Darüber hinaus wirkt auch auf die Dichtfläche des Steuerventilglieds ein Druck in Öffnungsrichtung, soweit die Dichtfläche vom Druck im Ventilraum beaufschlagt ist und nicht durch den Druck auf die dem Steuerraum abgewandte Druckfläche des Druckbolzens kompensiert wird. Der Druck auf den Druckbolzen und die Dichtfläche bewirkt eine Kraft auf das Steuerventilglied in Öffnungsrichtung und vermindert so die notwendige Öffnungskraft auf das Steuerventilglied, was die Verwendung eines kleinen Elektromagneten bzw. Piezoaktors ermöglicht, da das Steuerventilglied durch die darauf wirkende hydraulische Öffnungskraft leicht geöffnet werden kann. Darüber hinaus bewirkt der Druckbolzen, dass auch bei geöffnetem Steuerventil eine Öffnungskraft auf das Steuerventilglied wirkt, da der Druck im Steuerraum nicht auf null fällt. Damit ist die Verwendung kleinerer Aktoren möglich, was geringere Kosten verursacht und weniger Bauraum benötigt. Darüber hinaus lassen sich mit dem erfindungsgemäßen Steuerventil höhere Drücke realisieren als mit den bekannten Steuerventilen.When the fuel injection valve is closed, the high injection pressure prevails in the control chamber, as is provided by a high-pressure pump or by a high-pressure accumulator. The high fuel pressure acts on the pressure pin, this force being proportional to the pressure applied in the control chamber. In addition, a pressure in the opening direction also acts on the sealing surface of the control valve member, as far as the sealing surface is acted upon by the pressure in the valve chamber is and is not compensated by the pressure on the control surface facing away from the pressure surface of the pressure bolt. The pressure on the pressure pin and the sealing surface causes a force on the control valve member in the opening direction and thus reduces the necessary opening force on the control valve member, which allows the use of a small solenoid or piezoelectric actuator, since the control valve member can be easily opened by acting on it hydraulic opening force , In addition, the pressure pin, that even when the control valve is open, an opening force acts on the control valve member, since the pressure in the control chamber does not fall to zero. Thus, the use of smaller actuators is possible, which causes lower costs and requires less space. In addition, higher pressures can be realized with the control valve according to the invention than with the known control valves.

In einer ersten vorteilhaften Ausgestaltung der Erfindung ist der Steuerraum mit einer Hochdruckleitung über eine Zulaufdrossel verbunden, wobei die Hochdruckleitung mit Kraftstoff unter hohem Druck befüllbar ist. Durch die Verbindung des Steuerraums mit der Hochdruckleitung ergibt sich ein Druckgradient ausgehend von der Hochdruckleitung über den Steuerraum und den Ventilraum bis hin zum Niederdruckraum, wenn das Steuerventil geöffnet ist: Der aus dem Ventilraum abströmende Kraftstoff erniedrigt im Ventilraum den Kraftstoffdruck, so dass sich ein Druckgradient zwischen dem Ventilraum und dem Steuerraum ergibt. Dadurch fließt Kraftstoff über die Ablaufdrossel aus dem Steuerraum in den Ventilraum, was auch im Steuerraum den Druck vermindert. Hierbei ist die Drosselverbindung so ausgelegt, dass mehr Kraftstoff über die Drosselverbindung aus dem Steuerraum abfließt, als gleichzeitig über die Zulaufdrossel zufließt. Da das Kraftstoffeinspritzventil bzw. das zugehörige Steuerventil nur für einen bestimmten Druck oder für einen sehr eng begrenzten Druckbereich geeignet ist, genügt bereits eine geringe Druckabsenkung im Steuerraum, um das für das Öffnen der Düsennadel notwendige Druckniveau zu erreichen. Das Steuerventil kommt damit mit einer geringen Absteuermenge aus, als dies bei herkömmlichen Einspritzventilen der Fall ist.In a first advantageous embodiment of the invention, the control chamber is connected to a high-pressure line via an inlet throttle, wherein the high-pressure line can be filled with fuel under high pressure. The connection of the control chamber to the high-pressure line results in a pressure gradient starting from the high-pressure line via the control chamber and the valve chamber as far as the low-pressure chamber when the control valve is open. The fuel flowing out of the valve chamber lowers the fuel pressure in the valve chamber, resulting in a pressure gradient between the valve chamber and the control chamber results. As a result, fuel flows through the outlet throttle from the control chamber into the valve chamber, which also reduces the pressure in the control chamber. Here, the throttle connection is designed so that more fuel flows through the throttle connection from the control chamber, as it flows simultaneously via the inlet throttle. Since the fuel injection valve or the associated control valve is only suitable for a certain pressure or for a very narrow pressure range, a low pressure reduction in the control chamber is already sufficient to achieve the pressure level necessary for opening the nozzle needle. The control valve thus manages with a low amount of diversion, as is the case with conventional injectors.

Der Druckbolzen ist in vorteilhafter Weise lösbar oder unlösbar mit dem Steuerventilglied verbunden, so dass er sich stets synchron mit diesem bewegt. Es kann jedoch auch vorgesehen sein, dass der Druckbolzen als separates Bauteil ausgebildet ist, das am Steuerventilglied lediglich anliegt. Durch den Druck im Steuerraum ist stets die Verbindung des Druckbolzens mit dem Steuerventilglied gewährleistet, solange das Kraftstoffeinspritzventil in Betrieb ist. Durch die Separierung der beiden Bauteile, also des Druckbolzens und des Steuerventilglieds, lassen sich beide Bauteile in einem separaten Fertigungsverfahren ausbilden, was die Fertigung deutlich erleichtert.The pressure pin is connected in an advantageous manner releasably or permanently connected to the control valve member so that it always moves synchronously with this. However, it can also be provided that the pressure pin as a separate component is formed, which only abuts the control valve member. Due to the pressure in the control chamber, the connection of the pressure bolt with the control valve member is always ensured as long as the fuel injection valve is in operation. By separating the two components, so the pressure pin and the control valve member, both components can be formed in a separate manufacturing process, which significantly facilitates the production.

Die Drosselverbindung zwischen dem Steuerraum und dem Ventilraum kann in vorteilhafter Weise durch Ausnehmungen am Druckbolzen oder an der Wand der Bohrung geschehen, in der der Druckbolzen geführt ist. Diese Verbindungsbohrung ist vorzugsweise in einem Ventilstück ausgebildet, welches sowohl den Steuerraum als auch den Ventilraum nach außen hin begrenzt. Es kann jedoch auch vorgesehen sein, dass die Drosselverbindung durch eine Bohrung im Druckbolzen selbst ausgebildet ist, wobei hierfür verschiedene Ausführungsformen in Frage kommen.The throttle connection between the control chamber and the valve chamber can be done in an advantageous manner by recesses on the pressure pin or on the wall of the bore in which the pressure pin is guided. This connection bore is preferably formed in a valve piece which limits both the control chamber and the valve space to the outside. However, it can also be provided that the throttle connection is formed by a hole in the pressure bolt itself, for which different embodiments come into question.

In einer vorteilhaften Ausgestaltung des Steuerventilglieds ist dessen Dichtfläche so ausgestaltet, dass sie mit einer Dichtfläche im geschlossenen Zustand des Steuerventils zusammenwirkt und dadurch das Steuerventil abdichtet. Insbesondere ist es vorteilhaft, wenn die Dichtfläche kugelförmig und der Ventilsitz eine Konusform aufweist. So kann ein Steuerventil konstruiert werden, dass die oben genannten Vorteile aufweist, ohne auf die völlige Abdichtung im geschlossenen Zustand zu verzichten, wie sie bei den bekannten Steuerventilen bekannt ist. Eine Permanentleckage findet somit nicht statt.In an advantageous embodiment of the control valve member whose sealing surface is designed so that it cooperates with a sealing surface in the closed state of the control valve and thereby seals the control valve. In particular, it is advantageous if the sealing surface is spherical and the valve seat has a cone shape. Thus, a control valve can be constructed that has the above-mentioned advantages, without sacrificing the complete seal in the closed state, as is known in the known control valves. A permanent leak thus does not take place.

Zeichnungdrawing

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

Figur 1
einen schematischen Längsschnitt durch ein erfindungsgemäßes Kraftstoffeinspritzventil, wobei nur die wesentlichen Komponenten dargestellte sind,
Figur 2
ein weiteres Ausführungsbeispiel, wobei hier nur das Steuerventil im Längsschnitt schematisch dargestellt ist,
Figur 3
in derselben Darstellung wie Figur 2 ein weiteres Ausführungsbeispiel,
Figur 4a und 4b
zeigen weitere Ausführungsbeispiele, jeweils als Längsschnitte durch das Steuerventil, und
Figur 4c
zeigt eine alternative Ausgestaltung der Drosselverbindung, hier in einem Querschnitt durch das Steuerventil entlang der Linie C-C, wie in Figur 4a dargestellt.
In the drawing, various embodiments of the fuel injection valve according to the invention are shown. It shows
FIG. 1
a schematic longitudinal section through a fuel injection valve according to the invention, wherein only the essential components are shown,
FIG. 2
a further embodiment, wherein here only the control valve is shown schematically in longitudinal section,
FIG. 3
in the same representation as FIG. 2 another embodiment,
FIGS. 4a and 4b
show further embodiments, in each case as longitudinal sections through the control valve, and
Figure 4c
shows an alternative embodiment of the throttle connection, here in a cross section through the control valve along the line CC, as in FIG. 4a shown.

Beschreibung der AusführungsbeispieleDescription of the embodiments

In Figur 1 ist ein erfindungsgemäßes Kraftstoffeinspritzventil schematisch im Längsschnitt dargestellt, wobei nur die wesentlichen Teile des Kraftstoffeinspritzventils gezeigt sind. Das Kraftstoffeinspritzventil 1 weist ein Düsenkörper 12 auf, in dem ein Druckraum 11 mit einer darin verschiebbar angeordneten Düsennadel 10 ausgebildet ist. Das dem Brennraum zugewandte untere Ende der Düsennadel 10 ist als Ventildichtfläche 13 ausgebildet und wirkt mit einem am brennraumseitigen Ende des Düsenkörpers 12 ausgebildeten konischen Ventilsitz 14 zusammen. Die Ventildichtfläche 13 ist als ein Doppelkegel ausgebildet und bildet so zwischen den beiden Kegelflächen eine Dichtkante, mit der die Düsennadel 10 auf dem Ventilsitz 14 aufliegt. Dem Ventilsitz 14 nachgeordnet sind mehrere Einspritzöffnungen 15 im Düsenkörper 12 ausgebildet, durch die der Kraftstoff letztendlich in einen Brennraum der Brennkraftmaschine eingebracht werden kann. Die Zuführung von Kraftstoff unter hohem Druck geschieht über eine Hochdruckleitung 8, die im rechten Teil der Figur 1 schematisch dargestellt ist. Die Hochdruckleitung 8 ist beispielsweise mit einem Hochdruckspeicher verbunden, in dem Kraftstoff unter hohem Druck vorgehalten wird und der durch eine Hochdruckpumpe gespeist wird.In FIG. 1 a fuel injection valve according to the invention is shown schematically in longitudinal section, wherein only the essential parts of the fuel injection valve are shown. The fuel injection valve 1 has a nozzle body 12, in which a pressure chamber 11 is formed with a nozzle needle 10 which is displaceably arranged therein. The combustion chamber facing the lower end of the nozzle needle 10 is formed as a valve sealing surface 13 and cooperates with a formed on the combustion chamber end of the nozzle body 12 conical valve seat 14. The valve sealing surface 13 is formed as a double cone and thus forms a sealing edge between the two conical surfaces, with which the nozzle needle 10 rests on the valve seat 14. Downstream of the valve seat 14 a plurality of injection openings 15 are formed in the nozzle body 12, through which the fuel can ultimately be introduced into a combustion chamber of the internal combustion engine. The supply of fuel under high pressure via a high-pressure line 8, in the right part of the FIG. 1 is shown schematically. The high-pressure line 8 is connected, for example, to a high-pressure accumulator, in which fuel is stored under high pressure and which is fed by a high-pressure pump.

Das ventilsitzabgewandte Ende der Düsennadel 10 ist in einem Ventilstück 2 geführt, welches ebenfalls einen Teil des Kraftstoffeinspritzventils 1 bildet. Das Ventilstück 2 hierzu eine Bohrung 16 auf, die als Führung für das ventilsitzabgewandte Ende der Düsennadel 10 dient, so dass durch die ventilsitzabgewandte Stirnseite der Düsennadel 10 und die Bohrung 16 ein Steuerraum 22 begrenzt wird. Der Steuerraum 22 ist über eine Zulaufdrossel 24 mit der Hochdruckleitung 8 verbunden, so dass über die Zulaufdrossel 24 stets Kraftstoff unter hohem Druck aus der Hochdruckleitung 8 in den Steuerraum 22 fließen kann.The valve seat facing away from the end of the nozzle needle 10 is guided in a valve piece 2, which also forms part of the fuel injection valve 1. The valve member 2 for this purpose has a bore 16 which serves as a guide for the valve seat facing away from the end of the nozzle needle 10 so that a control chamber 22 is limited by the valve seat facing away from the end face of the nozzle needle 10 and the bore 16. The control chamber 22 is connected via an inlet throttle 24 with the high pressure line 8, so that via the inlet throttle 24 always fuel under high pressure from the high pressure line 8 can flow into the control chamber 22.

Im Ventilstück 2 ist darüber hinaus ein Ventilraum 20 ausgebildet, der mit dem Steuerraum 22 über eine Drosselverbindung 23 verbunden ist, die hier als Bohrung im Ventilstück 2 ausgebildet ist. Zur Verbindung des Ventilraums 20 mit einem Niederdruckraum 25 im Kraftstoffeinspritzventil 1 ist ein Steuerventil 3 vorgesehen. Das Steuerventil 3 umfasst ein Steuerventilglied 4 mit einem einstückig daran angeformten Anker 40, der mit einem Elektromagneten 7 zusammenwirkt. Hierbei ist der Elektromagnet 7 zur Verstärkung der magnetischen Wirkung von einem Eisenkern 9 umgeben. Das Steuerventilglied 4 weist an seiner dem Ventilstück 2 zugewandten Stirnseite eine Dichtfläche 5 auf, die beispielsweise kugelförmig ausgebildet ist und mit der das Steuerventilglied 4 mit einem Steuerventilsitz 6 zusammenwirkt, der am Ventilstück 2 ausgebildet ist und im Wesentlichen eine konische Form aufweist. Das Steuerventilglied 4 wird hierbei durch die Kraft einer Schließfeder 17 in Richtung auf den Steuerventilsitz 6 mit einer Kraft beaufschlagt, so dass das Steuerventilglied 4 bei abgeschaltetem Elektromagneten 7 stets gegen den Steuerventilsitz 6 gedrückt wird und so die Verbindung des Ventilraums 20 zum Niederdruckraum 25 verschließt. Einstückig mit dem Steuerventilglied 4 ist an diesem ein Druckbolzen 30 ausgebildet, der durch den Ventilraum 20 bis in eine Bohrung 32 ragt, die im Ventilstück 2 ausgebildet ist und zwischen dem Ventilraum 20 und dem Steuerraum 22 verläuft, wobei der Druckbolzen 30 in dieser Bohrung 32 geführt ist. Im geöffneten Zustand des Steuerventils 3 wirkt der zwischen der Bohrung 32 und dem Kolben 30 gebildete Spalt als parasitäre Ablaufdrossel, die der Drosselverbindung 23 parallel geschaltet ist.In the valve piece 2, a valve chamber 20 is further formed, which is connected to the control chamber 22 via a throttle connection 23, which is formed here as a bore in the valve piece 2. To connect the valve chamber 20 with a low-pressure chamber 25 in the fuel injection valve 1, a control valve 3 is provided. The control valve 3 comprises a control valve member 4 with an integrally molded thereon armature 40, which cooperates with an electromagnet 7. Here, the electromagnet 7 is surrounded by an iron core 9 to enhance the magnetic effect. The control valve member 4 has on its the valve piece 2 facing end face on a sealing surface 5, which is for example spherical and with which the control valve member 4 cooperates with a control valve seat 6 which is formed on the valve piece 2 and has a substantially conical shape. In this case, the control valve member 4 is acted upon by the force of a closing spring 17 in the direction of the control valve seat 6, so that the control valve member 4 is always pressed against the control valve seat 6 with the electromagnet 7 switched off and thus closes the connection of the valve chamber 20 to the low-pressure space 25. Integral with the control valve member 4 is formed on this a pressure pin 30 which projects through the valve chamber 20 into a bore 32 which is formed in the valve piece 2 and extends between the valve chamber 20 and the control chamber 22, wherein the pressure pin 30 in this bore 32nd is guided. In the open state of the control valve 3, the gap formed between the bore 32 and the piston 30 acts as a parasitic outlet throttle, which is connected in parallel to the throttle connection 23.

Die Stirnseite des Druckkolbens 30 ragt bis in den Steuerraum 22 und wird vom Druck im Steuerraum 22 beaufschlagt, so dass eine hydraulische Kraft auf den Druckbolzen 30 wirkt, die dieser wiederum auf das Steuerventilglied 4 überträgt, so dass diese Kraft in Öffnungsrichtung auf das Steuerventilglied 4 wirkt und damit der Kraft der Schließfeder 17 entgegen. Der wirksame Durchmesser des Druckbolzens 30, der vom Druck im Steuerraum 22 beaufschlagt wird, ist in der Zeichnung mit DB bezeichnet. Die Abdichtung des Ventilraums 20 gegenüber dem Leckölraum 25 erfolgt durch Anlage des Steuerventilglieds 4 auf den Steuerventilsitz 6, wie bereits oben dargestellt. Durch die kugelige bzw. ballige Ausgestaltung der Dichtfläche des Steuerventilglieds 4 ergibt sich eine im Wesentlichen linienförmige Auflage des Steuerventilglieds 4 auf den Steuerventilsitz 6, so dass sich hier ein Dichtdurchmesser DS ergibt, der bei dem hier gezeigten Ausführungsbeispiel größer als der Durchmesser DB ist.The front side of the pressure piston 30 projects into the control chamber 22 and is acted upon by the pressure in the control chamber 22, so that a hydraulic force acts on the pressure pin 30, which in turn transmits to the control valve member 4, so that this force in the opening direction on the control valve member 4th acts and thus the force of the closing spring 17 against. The effective diameter of the pressure pin 30, which is acted upon by the pressure in the control chamber 22 is designated in the drawing with D B. The sealing of the valve chamber 20 with respect to the leakage oil chamber 25 is effected by contact of the control valve member 4 on the control valve seat 6, as already shown above. Due to the spherical or spherical design of the sealing surface of the control valve member 4 results in a substantially linear support of the control valve member 4 on the control valve seat 6, so that a sealing diameter D S results here, which is greater than the diameter D B in the embodiment shown here.

Zu Beginn der Einspritzung ist das Steuerventil 3 geschlossen, so dass die hydraulische Verbindung zwischen dem Ventilraum 20 und dem Leckölraum 25 unterbrochen ist. Dadurch herrscht im Steuerraum 22 wegen der Zulaufdrossel 24 der gleiche hohe Druck wie in der Hochdruckleitung 8. Über die Drosselverbindung 23 herrscht der gleiche Druck auch im Ventilraum 20. Dies ergibt folgende hydraulische Kräfte auf das Steuerventilglied 4: Einerseits wirkt eine hydraulische Öffnungskraft auf die Stirnseite des Druckbolzens 30, wie bereits oben darstellt. Darüber hinaus wirkt auch ein hydraulischer Öffnungsdruck auf Teile der Dichtfläche 5 des Steuerventilglieds 4, soweit der Durchmesser DS größer ist als der Durchmesser des Druckbolzens DB. Dieser hydraulischen Öffnungskraft auf das Steuerventilglied 4 wirkt anfangs nur die Schließkraft der Schließfeder 17 entgegen. Die Federkonstante und die Vorspannung der Schließfeder 17 müssen also so gewählt sein, dass das Steuerventilglied 4 bis zum gewünschten Öffnungsdruck des Steuerventils geschlossen bleibt und die hydraulischen Kräfte durch den Druck im Steuerraum 22 bzw. dem Ventilraum 20 entgegenwirkt. Da das Einspritzventil nur bei einer bestimmten Druck- oder einem bestimmten, kleineren Druckbereich arbeiten soll, wird der Elektromagnet entsprechend klein ausgelegt, so dass er nur eine relativ geringe Kraft auf den Anker 40 und damit auf das Steuerventilglied 4 ausüben kann. Dadurch arbeitet das Einspritzventil erst ab einem bestimmten Schwelldruck, nämlich dann, wenn die Kraftdifferenz zwischen der hydraulischen Öffnungskraft auf den Druckbolzen 30 bzw. auf das Steuerventilglied 4 einerseits und der Kraft der Schließfeder 17 andererseits so klein ist, dass die Öffnungskraft durch den Elektromagneten 7 aufgebracht werden kann.At the beginning of the injection, the control valve 3 is closed, so that the hydraulic connection between the valve chamber 20 and the leakage oil chamber 25 is interrupted. Because of the inlet throttle 24, the same high pressure prevails in the control chamber 22 as in the high-pressure line 8. The same pressure prevails in the valve chamber 20 via the throttle connection 23. This results in the following hydraulic forces on the control valve member 4: On the one hand, a hydraulic opening force acts on the end face of the pressure pin 30, as already above. In addition, a hydraulic opening pressure acts on parts of the sealing surface 5 of the control valve member 4, as far as the diameter D S is greater than the diameter of the pressure pin D B. This hydraulic opening force on the control valve member 4 initially counteracts only the closing force of the closing spring 17. The spring constant and the bias of the closing spring 17 must therefore be selected so that the control valve member 4 remains closed until the desired opening pressure of the control valve and counteracts the hydraulic forces by the pressure in the control chamber 22 and the valve chamber 20. Since the injection valve should only work at a certain pressure or a certain, smaller pressure range, the electromagnet is designed to be correspondingly small, so that it can exert only a relatively small force on the armature 40 and thus on the control valve member 4. As a result, the injection valve operates only from a certain threshold pressure, namely when the force difference between the hydraulic opening force on the pressure pin 30 and the control valve member 4 on the one hand and the force of the closing spring 17 on the other hand is so small that the opening force applied by the electromagnet 7 can be.

Liegt also ein Einspritzdruck in der Hochdruckleitung 8 an, der diesem Schwelldruck entspricht, so kann das Kraftstoffeinspritzventil in Betrieb gehen. Durch Bestromung des Elektromagneten 7 wird das Steuerventilglied 4 vom Steuerventilsitz 6 weggezogen und gibt einen Durchströmquerschnitt frei, so dass der Ventilraum 20 in den Niederdruckraum 25 entlastet wird. Dadurch sinkt der Druck im Ventilraum 20 ab und über die Drosselverbindung 23 fließt gleichzeitig Kraftstoff aus dem Steuerraum 22 in den Ventilraum 20. Dies bewirkt wiederum eine Druckabnahme im Steuerraum 22, wobei die Zulaufdrossel 24 und die Drossel-Verbindung 23 so ausgelegt sind, dass eine Druckabnahme im Steuerraum 22 stattfindet. Die Druckabnahme im Steuerraum 22 ist jedoch nur gering, und hängt im Wesentlichen vom Verhältnis der Strömungswiderstände von Zulaufdrossel 24 und Ablaufdrossel 23 ab, während der Druck im Ventilraum 20 auf das Niveau des Niederdruckraums 25 abfällt. Da das Einspritzventil nur in einem geringen Druckbereich arbeiten muss, kann es so ausgelegt werden, dass bereits eine geringe Druckabnahme im Steuerraum 22 zu einem Öffnen der Düsennadel 10 führt, nämlich dann, wenn die hydraulischen Kräfte auf die Düsennadel 10, die durch den Kraftstoffdruck im Druckraum 11 erzeugt werden, ausreichen, um die Düsennadel 10 entgegen der hydraulischen Kraft im Steuerraum 22 zu öffnen. Sobald die Düsennadel 10 vom Ventilsitz 14 abgehoben hat, strömt Kraftstoff aus dem Druckraum 11 zu den Einspritzöffnungen 15 und wird durch diese in einen Brennraum einer Brennkraftmaschine eingespritzt.Thus, if an injection pressure in the high pressure line 8, which corresponds to this threshold pressure, so the fuel injector can go into operation. By energizing the electromagnet 7, the control valve member 4 is pulled away from the control valve seat 6 and releases a flow area, so that the valve chamber 20 is relieved in the low-pressure chamber 25. As a result, the pressure in the valve chamber 20 decreases and via the throttle connection 23 simultaneously flows from the fuel control chamber 22 into the valve chamber 20. This in turn causes a decrease in pressure in the control chamber 22, wherein the inlet throttle 24 and the throttle connection 23 are designed so that a decrease in pressure takes place in the control room 22. However, the pressure decrease in the control chamber 22 is only small, and depends essentially on the ratio of the flow resistance of the inlet throttle 24 and outlet throttle 23, while the pressure in the valve chamber 20 drops to the level of the low pressure chamber 25. Since the injection valve has to work only in a small pressure range, it can be designed so that even a slight decrease in pressure in the control chamber 22 leads to an opening of the nozzle needle 10, namely, when the hydraulic forces on the nozzle needle 10, the fuel pressure in the Pressure chamber 11 are generated, sufficient to open the nozzle needle 10 against the hydraulic force in the control chamber 22. As soon as the nozzle needle 10 has lifted off the valve seat 14, fuel flows from the pressure chamber 11 to the injection openings 15 and is injected through them into a combustion chamber of an internal combustion engine.

Da der Druck im Steuerraum 22 bei geöffnetem Steuerventil 3 nur geringfügig abfällt, ergibt sich nur eine geringe Abnahme der hydraulischen Kraft auf den Druckbolzen 30 bzw. das Steuerventilglied 4. Gleichzeitig ergibt sich durch die Annäherung des Magnetankers 40 an den Elektromagneten 7 eine Verstärkung der magnetischen Kraft, so dass bei einer entsprechenden Auslegung der Elektromagnet 7 trotz seiner geringen magnetischen Kräfte in der Lage ist, das Steuerventilglied 4 in der geöffneten Stellung entgegen der Schließkraft der Schließfeder 17 zu halten. Soll die Einspritzung beendet werden, so wird die Bestromung des Elektromagneten 7 unterbrochen, so dass das Steuerventilglied 14 durch die Kraft der Schließfeder 17 wieder zurück in seine Schließstellung gedrückt wird, d.h. in Anlage an den Steuerventilsitz 6.Since the pressure in the control chamber 22 only slightly decreases with open control valve 3, there is only a small decrease in the hydraulic force on the pressure pin 30 and the control valve member 4. At the same time results from the approach of the armature 40 to the electromagnet 7, a gain of the magnetic Force, so that with a corresponding design of the solenoid 7, despite its low magnetic forces in a position to hold the control valve member 4 in the open position against the closing force of the closing spring 17. If the injection is to be terminated, the energization of the electromagnet 7 is interrupted, so that the control valve member 14 is pressed by the force of the closing spring 17 back into its closed position, i. in contact with the control valve seat 6.

Wie bereits erwähnt öffnet das Steuerventil 3 unterhalb eines bestimmten Schwelldruckes nicht, der beispielsweise bei 1000 bar liegen kann. Wie hoch der Öffnungsdruck ist, hängt neben der Kraft des Elektromagneten 7 im Wesentlichen von den Durchmessern des Druckkolbens 30 und des Dichtsitzes des Steuerventilgliedes 4 ab. Die geringe Kraft, die zum Öffnen des Steuerventilglieds 4 benötigt wird, kann insoweit ausgenutzt werden, als der Elektromagnet 7 nur eine geringe Kraft aufbringen muss und dementsprechend klein und kostengünstig herstellbar ist. Durch die Kombination mit dem Sitzventil, das zwischen der Dichtfläche 5 und dem Steuerventilsitz 6 gebildet ist, ist aber auch sichergestellt, dass keine Leckage im geschlossenen Zustand stattfindet, also keine Permanentleckage. Darüber hinaus ist das Sitzventil verschleißarm.As already mentioned, the control valve 3 does not open below a certain threshold pressure, which may be, for example, 1000 bar. How high the opening pressure is, in addition to the force of the electromagnet 7 essentially depends on the diameters of the pressure piston 30 and the sealing seat of the control valve member 4. The small force that is required to open the control valve member 4 can be exploited insofar as the electromagnet 7 has to apply only a small force and is accordingly small and inexpensive to produce. By the combination with the seat valve, which is formed between the sealing surface 5 and the control valve seat 6, but it is also ensured that no leakage takes place in the closed state, so no permanent leakage. In addition, the seat valve is wear-resistant.

In Figur 2 ist ein weiteres Ausführungsbeispiel des erfindungsgemäßen Steuerventils 3 dargestellt, wobei hier nur das Steuerventil 3 selbst mit den Wesentlichen Komponenten schematisch dargestellt ist. Dieses Ausführungsbeispiel unterscheidet sich vom Ausführungsbeispiel nach Figur 1 nur dadurch, dass der Druckbolzen 30 hier als separates Bauteil ausgebildet ist, das in einer Aufnahmebohrung 34 des Steuerventilglieds 4 aufgenommen ist, wobei der Druckbolzen 30 in der Aufnahmebohrung 34 fixiert ist. Die getrennte Bauweise ergibt den Vorteil, dass beide Bauteile, also das Steuerventilglied 4 samt Anker 40 und der Druckbolzen 30, in einem separaten Fertigungsverfahren hergestellt werden können, was jeweils weniger Arbeitsschritte erfordert und damit weniger fehleranfällig ist. Darüber hinaus ist bei dem Ausführungsbeispiel nach Figur 2 der Durchmesser des Druckbolzens 30 DB und der Durchmesser des Dichtsitzes DS gleich groß. Dadurch ergibt sich eine resultierende hydraulische Öffnungskraft, die der hydraulischen Kraft auf den Druckbolzen 30 durch den Druck im Steuerraum 22 entspricht, da auf den Absatz des Druckbolzen 30 innerhalb des Ventilraums 20 eine hydraulische Gegenkraft wirkt, die einen Teil der Öffnungskräfte kompensiert.In FIG. 2 a further embodiment of the control valve 3 according to the invention is shown, in which case only the control valve 3 itself is shown schematically with the essential components. This embodiment differs from the embodiment FIG. 1 only in that the pressure pin 30 is formed here as a separate component, which is accommodated in a receiving bore 34 of the control valve member 4, wherein the pressure pin 30 is fixed in the receiving bore 34. The separate construction has the advantage that both components, so the control valve member 4 together with armature 40 and the pressure pin 30 can be made in a separate manufacturing process, which in each case requires fewer steps and thus less prone to error. In addition, according to the embodiment FIG. 2 the diameter of the pressure pin 30 D B and the diameter of the sealing seat D S the same size. This results in a resulting hydraulic opening force, which corresponds to the hydraulic force on the pressure pin 30 by the pressure in the control chamber 22, as acts on the shoulder of the pressure pin 30 within the valve chamber 20, a counter-hydraulic force that compensates for part of the opening forces.

In Figur 3 ist ein weiteres Ausführungsbeispiel des erfindungsgemäßen Steuerventils 3 gezeigt, wiederum in derselben Darstellung wie Figur 2. Der Druckbolzen 30 ist auch hier als separates Bauteil ausgeführt, jedoch ist er mit dem Steuerventilglied 4 nicht fest verbunden, sondern liegt lediglich an der Dichtfläche 5 des Steuerventilglieds 4 an. Beim Betrieb des Kraftstoffeinspritzventils wirkt auf den Druckbolzen 30 die hydraulische Kraft des Steuerraums 22 und drückt diesen gegen das Steuerventilglied 4. Dies ändert sich auch nicht, wenn das Steuerventilglied 4 durch den Elektromagneten 7 von dem Steuerventilsitz 6 weggezogen wird, da durch den Druck im Steuerraum 22 stets ein Kraftüberschuss bezüglich des Steuerventilglieds 4 auf den Druckbolzen 30 wirkt, so dass dieser in jeder Phase der Bewegung in Anlage am Steuerventilglied 4 bleibt. Um sicherzustellen, dass die Anlage auch bei ausgeschaltetem Kraftstoffeinspritzventil gegeben ist, kann im Steuerraum 22 eine Rückstellfeder 37 vorgesehen sein, die zwischen der Düsennadel 10 und dem Druckbolzen 30 angeordnet ist und diesen auch bei Drucklosigkeit im Steuerraum 22 mit einer geringen Kraft gegen das Steuerventilglied 4 drückt, wobei die Kraft der Rückstellfeder 37 sehr viel kleiner als die Kraft der Schließfeder 17 ist.In FIG. 3 is shown a further embodiment of the control valve 3 according to the invention, again in the same representation as FIG. 2 , The pressure pin 30 is also designed here as a separate component, but it is not firmly connected to the control valve member 4, but rests only on the sealing surface 5 of the control valve member 4. During operation of the fuel injection valve acts on the pressure pin 30, the hydraulic force of the control chamber 22 and pushes it against the control valve member 4. This does not change when the control valve member 4 is pulled away by the electromagnet 7 from the control valve seat 6, as by the pressure in the control chamber 22 always an excess of force with respect to the control valve member 4 acts on the pressure pin 30 so that it remains in contact with the control valve member 4 in each phase of the movement. To ensure that the system is given even when the fuel injection valve is off, a return spring 37 may be provided in the control chamber 22, which is arranged between the nozzle needle 10 and the pressure pin 30 and this even with pressure in the control chamber 22 with a small force against the control valve member 4 presses, the force of the return spring 37 is much smaller than the force of the closing spring 17.

In Figur 4a ist ein weiteres Ausführungsbeispiel des erfindungsgemäßen Steuerventils 3 dargestellt. Bei dem hier gezeigten Steuerventil ist die Drosselverbindung 23 als eine Bohrung innerhalb des Druckbolzens 30 ausgebildet, wobei die Drosselverbindung 33 als eine zentrale Längsbohrung ausgeführt ist, die in eine Querbohrung ausgeführt ist, die letztendlich in den Ventilraum 20 mündet. Wenn der Druckbolzen 30 zusätzlich als ein separates Bauteil ausgeführt ist, wie dies in Figur 4a dargestellt ist, so können die Bohrungen, die die Drosselverbindung 23 bilden, kostengünstig im normalen Fertigungsprozess eingebracht werden.In FIG. 4a a further embodiment of the control valve 3 according to the invention is shown. In the control valve shown here, the throttle connection 23 is formed as a bore within the pressure bolt 30, wherein the throttle connection 33 is designed as a central longitudinal bore, which is designed in a transverse bore, which ultimately opens into the valve chamber 20. If the pressure pin 30 is additionally designed as a separate component, as shown in FIG FIG. 4a is shown, the holes that form the throttle connection 23 can be inexpensively introduced in the normal manufacturing process.

In Figur 4b ist ein weiteres Ausführungsbeispiel des erfindungsgemäßen Steuerventils 3 dargestellt. Die Drosselverbindung 23 ist hier als Schrägbohrung innerhalb des Druckbolzens 30 ausgeführt, wobei bei Bedarf auch mehrere Schrägbohrungen im Druckbolzen 30 ausgebildet sein können, die zusammen die Drosselverbindung 22 bilden. Auch bei dieser Ausführungsform kann der Druckbolzen 30 als separates Bauteil ausgeführt sein oder auch einstückig mit dem Steuerventilglied 4.In FIG. 4b a further embodiment of the control valve 3 according to the invention is shown. The throttle connection 23 is designed here as an oblique bore within the pressure bolt 30, wherein if necessary, a plurality of oblique bores may be formed in the pressure pin 30, which together form the throttle connection 22. Also in this embodiment, the pressure pin 30 may be designed as a separate component or in one piece with the control valve member 4th

In Figur 4c ist eine alternative Ausführung der Drosselverbindung 23 gezeigt. Hierbei wird auf Bohrungen im Ventilstück 2 oder im Druckbolzen 30 verzichtet. Statt dessen sind am Druckbolzen 30 mehrere, gleichmäßig über den Umfang verteilte Anschlüsse ausgebildet, die zusammen die Drosselverbindung 23 bilden. Alternativ kann auch vorgesehen sein, dass statt der Anschliffe am Andruckbolzen 30 Ausnehmungen an der Wand der Bohrung 32 im Ventilstück 2 vorgesehen sind, die dann die Drosselverbindung 23 bilden. Solche Anschliffe am Druckbolzen 30 lassen sich kostengünstig herstellen.In Figure 4c an alternative embodiment of the throttle connection 23 is shown. This is dispensed with holes in the valve piece 2 or in the pressure pin 30. Instead, a plurality of evenly distributed over the circumference ports are formed on the pressure pin 30, which together form the throttle connection 23. Alternatively, it can also be provided that, instead of the bevels on the pressure pin 30, recesses are provided on the wall of the bore 32 in the valve piece 2, which then form the throttle connection 23. Such bevels on the pressure pin 30 can be produced inexpensively.

Claims (13)

  1. Fuel injection valve having a nozzle needle (10), which is acted on in a closing direction at least indirectly by the pressure in a control chamber (22), wherein the control chamber (22) can be charged with fuel at high pressure, and having a control valve (3), which opens or closes a connection to a low-pressure chamber (25) in the fuel injection valve, wherein the control valve (3) comprises a movable control valve element (4) which interacts with a control valve seat (6) and is forced in the direction of the control valve seat (6) by the force of a closing spring (17), characterized in that, in the fuel injection valve, a connection of the control chamber (22) to the low-pressure chamber (25) is formed by a valve chamber (20), wherein the valve chamber (20) is hydraulically connected to the control chamber (22) via a throttled connection (23), and the valve chamber (20) is connectable to the low-pressure chamber (25) by way of the control valve (3), and having a pressure pin (30) which projects through the valve chamber (20) into the control chamber (22), wherein the pressure pin (30) is subjected to a hydraulic force by the pressure in the control chamber (22) and thus exerts a hydraulic opening force on the control valve element (4), wherein, when the control valve (3) is closed, the hydraulic opening force is opposed only by the closing force of the closing spring (17).
  2. Fuel injection valve according to Claim 1, characterized in that the control chamber (22) is connected to a high-pressure line (8) via an inflow throttle (24), wherein the high-pressure line (8) can be charged with fuel at high pressure.
  3. Fuel injection valve according to Claim 1 or 2, characterized in that the throttled connection (23) is designed such that, when the control valve (3) is open, a lower pressure prevails in the valve chamber (20) than in the control chamber (22), and a lower pressure prevails in said control chamber than in the high-pressure line (8).
  4. Fuel injection valve according to Claim 1, characterized in that the pressure pin (30) is formed integrally with the control valve element (4).
  5. Fuel injection valve according to Claim 1, characterized in that the pressure pin (30) is non-detachably connected to the control valve element (4).
  6. Fuel injection, valve according to Claim 1, characterized in that the pressure pin (30) is formed as a separate component and bears against the control valve element (4).
  7. Fuel injection valve according to one of Claims 4, 5 or 6, characterized in that the pressure pin (30) is guided in a connecting bore (32) between the valve chamber (20) and the control chamber (22).
  8. Fuel injection valve according to Claim 7, characterized in that the throttled connection (23) is formed as a recess on the side surface of the pressure pin (30) or as a recess in the wall of the connecting bore (32).
  9. Fuel injection valve according to Claim 1, characterized in that the control chamber (22) and the valve chamber (20) are surrounded by a valve piece (2), and in that the throttled connection (23) is formed by a connecting bore (32) in the valve piece (2).
  10. Fuel injection valve according to Claim 1, characterized in that the throttled connection (23) is formed by a bore in the pressure pin (30).
  11. Fuel injection valve according to Claim 1, characterized in that, on the control valve element (4), there is formed a sealing surface (5) by means of which the control valve element (4), in the closed state of the control valve (3), lies against the control valve seat (6) and thus forms a seat valve.
  12. Fuel injection valve according to Claim 11, characterized in that the sealing surface (5) forms a spherical surface.
  13. Fuel injection valve according to Claim 11 or 12, characterized in that the control valve seat (6) is of conical form.
EP12809283.0A 2011-12-28 2012-12-27 Fuel injector for combustion engine Active EP2798192B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201110090060 DE102011090060A1 (en) 2011-12-28 2011-12-28 Fuel injection valve for internal combustion engines
PCT/EP2012/076926 WO2013098307A1 (en) 2011-12-28 2012-12-27 Fuel injection valve for internal combustion engines

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EP2798192A1 EP2798192A1 (en) 2014-11-05
EP2798192B1 true EP2798192B1 (en) 2015-12-16

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EP (1) EP2798192B1 (en)
CN (1) CN104081037B (en)
DE (1) DE102011090060A1 (en)
WO (1) WO2013098307A1 (en)

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* Cited by examiner, † Cited by third party
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DE102013222650A1 (en) * 2013-06-10 2014-12-11 Robert Bosch Gmbh Fuel injector
DE102014220890A1 (en) * 2014-10-15 2016-04-21 Continental Automotive Gmbh Injection valve for injecting fluid into a combustion chamber of an internal combustion engine

Family Cites Families (5)

* Cited by examiner, † Cited by third party
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DE19624001A1 (en) * 1996-06-15 1997-12-18 Bosch Gmbh Robert Fuel injection device for internal combustion engines
DE19919432C2 (en) * 1999-04-29 2002-07-04 Bosch Gmbh Robert Common rail injector
DE10024702A1 (en) 2000-05-18 2001-11-22 Bosch Gmbh Robert Fuel injector for storage injection system includes bypass channel injecting into outlet path at valve chamber
DE10065220A1 (en) * 2000-12-27 2002-07-18 Bosch Gmbh Robert Force-balanced control valve on the control chamber of a fuel injector
DE102006027485A1 (en) * 2006-06-14 2007-12-20 Robert Bosch Gmbh Fuel injector with safety control valve

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CN104081037A (en) 2014-10-01
DE102011090060A1 (en) 2013-07-04
WO2013098307A1 (en) 2013-07-04
EP2798192A1 (en) 2014-11-05

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