EP2812559B1 - Fuel injector and apparatus to inject fuel - Google Patents

Description

The present invention relates to an injection valve for the intermittent injection of fuel into the combustion chamber of an internal combustion engine according to claim 1 and to an apparatus for the intermittent injection of fuel into a number of combustion chambers of an internal combustion engine according to claim 13.

A fuel injector is from the document WO 2009/033304 A1 known. It has a longitudinal axis defining and a high-pressure chamber limiting valve housing, which carries at one end connected to the high-pressure chamber nozzle body. A housing body forming the valve body is designed to be head-like thickened in its end region remote from the nozzle body and has two high-pressure connections diametrically opposite each other with respect to the longitudinal axis ( Fig. 8 ). A bore extending in the direction of the longitudinal axis is closed by means of a sealing plug, which has a circumferential connecting groove, a radial bore opening into the bottom region thereof and a blind bore lying on the longitudinal axis. The two high-pressure connections are connected to one another via the connecting groove, and the high-pressure connections are connected to the high-pressure chamber via the radial bore and the blind bore.

Such a configuration of the fuel injector allows a number of such fuel injectors to be interconnected by means of fuel high pressure communication lines connect and connect a first of the series of fuel injection valves via a high-pressure fuel feed line with a high-pressure feed pump. Such a device for the intermittent injection of fuel into combustion chambers of an internal combustion engine has the advantage that it is possible to dispense with bulky and expensive so-called common rails and still, with space-saving design, a reliable working of the injectors can be guaranteed. How this is made possible in a particularly simple way, goes out of the documents WO 2007/009279 A1 and WO 2009/033304 A1 out.

The document WO 2011/085058 A1 discloses a fuel injector having a high pressure input, a first fuel injector, and at least one further fuel injector. Here, via the high-pressure input fuel at least indirectly feasible in a fuel chamber of the first fuel injection valve, wherein the further fuel injection valve is connected via a line to the first fuel injection valve and wherein via the lines fuel from the fuel chamber of the first fuel injection valve in a fuel chamber of the other fuel injection valve can be guided. To dampen pressure pulsations, the fuel chambers of the fuel injectors receive a total fuel volume that includes a partial volume for fuel injection and at least one additional fractional volume to facilitate damping. Furthermore, throttles are installed in the lines or high-pressure connections of the fuel injection valves.

The document WO 03/076794 A1 discloses an injection system for fuel for use on internal combustion engines. It comprises a delivery unit for conveying fuel from a fuel reservoir for supplying at least one high pressure line to the cylinders of the internal combustion engine. A number of fuel injectors are supplied via the at least one high-pressure line, each of which contains an injector nozzle supplying fuel to a combustion chamber of the internal combustion engine. The at least one high-pressure line comprises line sections with which the individual fuel injectors are connected to one another. The injector bodies of the fuel injectors hold an integrated storage space.

It is an object of the present invention to provide a fuel injection valve for intermittent injection of fuel into the combustion chamber of an internal combustion engine and an apparatus for intermittent injection of fuel into a number of combustion chambers of an internal combustion engine such that high pressure fuel lines formed in a particularly simple manner and to the Fuel injection valve or the fuel injection valves can be connected.

This object is achieved with a fuel injection valve having the features of claim 1, and a device having the features of claim 13.

The inventive fuel injection valve for the intermittent injection of fuel into the combustion chamber of an internal combustion engine has a preferably elongated and preferably at least approximately cylindrical valve housing, which defines a longitudinal axis, and in which a discrete storage chamber having a high-pressure chamber is arranged. This high-pressure chamber extends into the interior of a nozzle body, which is arranged at a longitudinal end of the valve housing and supported by this. In an end region of the valve housing facing away from the nozzle body, this has a connection part with two high-pressure connections. These each define their connection axis and are unthrottled with each other and fluidly connected to the high-pressure chamber.

According to the invention, the two high-pressure ports are arranged in a common connection surface of the connecting part, wherein they are the same direction and their connection axes parallel to each other.

In other words, high-pressure fuel lines can be connected to the two high-pressure ports from the same side.

Preferably, a connecting line is present, which is formed in the valve housing and connects the high-pressure connections with each other and with the high-pressure chamber. A first section of the connecting line leads from the first high-pressure connection to the high-pressure chamber. A second section of the connecting line branches off from the first section and connects it to the second high-pressure connection. As a result, the high-pressure connections are connected to one another via a line and not via the high-pressure chamber.

In a preferred embodiment, the connection surface is a connection plane. This allows a particularly simple design.

Particularly preferably, this connection plane extends at right angles to the longitudinal axis of the fuel injection valve. The high-pressure connections are thereby - in the installed state - on a side facing away from the cylinder head of the internal combustion engine and thus freely accessible side of the fuel injector. Particularly preferably, the connection plane forms an end face of the valve housing.

In a further preferred embodiment, the connection axes of the two high-pressure connections and the longitudinal axis of the valve housing are parallel to one another.

In a further preferred embodiment, the longitudinal axis and the connection axis lie in a common plane, with the longitudinal axis and one of the connection axes particularly preferably being aligned with one another.

A particularly simple embodiment of both the fuel injection valve and the high-pressure fuel lines results when the high-pressure ports are identical.

The high-pressure connections usually have, concentric with the connection axis, a high-pressure sealing surface, which preferably conically tapers toward the interior of the housing, for the high-pressure fuel lines.

In certain applications for fuel injection valves according to the invention, in particular if they are in If marine engines are used, it may be necessary for leakage monitoring to take place. For this purpose, the high-pressure connections, in the radial direction outside the high-pressure sealing surfaces, have leakage monitoring openings which are flow-connected to one another in the connection part. In these cases, the high-pressure fuel lines are double-walled, wherein the inner tube of the guide of the high-pressure fuel and the jacket space between the inner tube and the outer tube of the leakage monitoring is used. The jacket space is then, in the installed state, fluidly connected to the leakage monitoring openings and the inner tube is then sealingly against its sealing surface on the high-pressure sealing surface.

In a preferred embodiment of the fuel injection valve, the nozzle body has an injection valve seat, which is flow-connected to the high pressure space. Through the nozzle body passing nozzle openings are in a known manner in the region of the injection valve seat or centric of these in a nozzle tip. With the injection valve seat acts in particular a needle-shaped injection valve member, which is arranged adjustable in the valve housing in the direction of the longitudinal axis. A compression spring is supported on the injection valve member and acts on this with a directed in the direction of the injection valve seat closing force. On the other hand, the compression spring is supported on a guide sleeve and presses it against an intermediate plate sealingly. The guide sleeve together with a guided in the guide sleeve, formed on the injection valve member control piston defines a control chamber against the high-pressure chamber. A Control device for controlling the axial movement of the injection valve member by changing the pressure in the control chamber has an intermediate valve, the intermediate valve member releases in open position connected to the high-pressure chamber high-pressure passage into the control chamber and in the closed position separates the control chamber from the high pressure passage. Further separates, preferably mushroom-shaped intermediate valve member continuously from the control chamber of a valve chamber, wherein the control chamber and the valve chamber are permanently interconnected solely via a throttle passage. By means of an electrically controlled actuator arrangement, a pilot valve is actuated, which connects the valve chamber with a low-pressure fuel return or separates from this.

The control device is designed in a preferred manner, as in the document WO 2007/098621 A1 is disclosed.

The actuator assembly is preferably formed, as is apparent from the document WO 2008/046238 A2 is known.

The relevant disclosure in these documents is hereby incorporated by reference in the present specification.

In a further preferred embodiment, the high-pressure chamber includes a discrete storage chamber. This makes it possible to keep the pressure drop in the injection processes within limits.

Further, there is preferably a throttle device which controls the flow of fuel from the high pressure ports into the storage chamber at least Allows almost unhindered and throttles in the opposite direction. This allows high pressure fuel to flow to each fuel injector during its injection event both from the discrete storage chamber of other fuel injectors and from a high pressure (high pressure) pump. In this regard, explicit reference is made to the document WO 2007/009279 A1 from which the structure and operation as well as the dimensioning of such fuel injectors and discrete storage chambers (and their interaction with the high-pressure fuel lines) is known. The disclosure in question is incorporated by reference in the present specification.

The throttle device is preferably designed as a check valve, the check valve member is provided with a throttle bore.

In a further preferred embodiment, the connection part has a connection body or is formed by it. The high-pressure connections and the connecting line are formed on the connection body, wherein the connecting line connects the high-pressure connections unthrottled with one another and with the discrete storage chamber, which is formed in a storage body of the valve housing adjacent to the connection body. Furthermore, a low-pressure fuel return connection-which is connected to the low-pressure fuel return-and an electrical connection which is connected to the actuator arrangement via an electrical connection line are preferably arranged on the connection body. Preference is further on Storage body an intermediate body, in which the actuator assembly is arranged. Moreover, a valve body of the valve housing preferably bears against the intermediate body, which carries the nozzle body on the side facing away from the intermediate body. In the valve housing, the injection valve member and the control device is arranged.

These bodies are preferably in succession in the direction of the longitudinal axis to each other and are preferably secured to each other by means of union nuts.

Preferably, said bodies have an at least approximately circular cylindrical outer contour, which may decrease in diameter (from the intermediate body to the nozzle body).

Preferably, the valve housing, in particular the connecting body, at least one mounting flange, which protrudes in the radial direction to the outside. In particular, two diametrically opposite mounting flanges are provided. Preferably, the mounting flange, or the mounting flanges, provided with a through hole. To attach the fuel injection valve to the cylinder head of the internal combustion engine, the through hole is penetrated by a clamping screw, which is then supported with its head on the respective mounting flange and on the other hand is threaded into the cylinder head.

Particularly preferred is the mounting flange, or are the mounting flanges, in the direction of the longitudinal axis, between the connecting part and the nozzle body, in particular on a running in the direction of the longitudinal axis legs of the connecting body.

The device according to the invention for the intermittent injection of fuel into a number of combustion chambers of an internal combustion engine has a fuel injection valve according to the invention per combustion chamber. The fuel injection valves are of identical construction. To a first of the two high-pressure ports of a first of these fuel injection valves, a first high-pressure fuel line - a high-pressure fuel feed line - connected, which is connected to feed the fuel injection valves with high-pressure fuel on the other hand with a high-pressure feed pump. Connected to a second of the two high-pressure ports of this first fuel injection valve is a second high-pressure fuel line which, on the other hand, is connected to the first high-pressure port of the two high-pressure ports of the next following fuel injection valve. This second high-pressure fuel line forms a fuel high-connection line. The fuel injection valves are unthrottled with each other and preferably also unthrottled with the high pressure feed pump fluidly connected.

If only two fuel injection valves are present, the second high-pressure port of the second fuel injection valve is closed by means of a plug.

However, if at least one further fuel injection valve is present, then another second high-pressure fuel line is connected to the second high-pressure port of the second injection valve, which in turn is connected at its other end to the first High-pressure connection of the subsequent injection valve is connected. In this way, a number of fuel injectors can be fed unthrottled via the high-pressure fuel lines, wherein the last high of the series of injection valves, the second high-pressure port is closed by a plug.

In such a device, on the one hand all fuel injectors can be designed to be identical and these are supplied in a simple manner with under high pressure fuel unthrottled. It can be dispensed with a large storage volume, as it is known as "common rail". For this purpose, each fuel injection valve preferably has a discrete storage chamber and a throttle device, as described above. The functionality, execution possibilities and dimensioning are in the document WO 2007/009279 A1 disclosed to allow optimal injection operations under all operating conditions.

In a particularly preferred embodiment, the second high-pressure fuel line or the second high-pressure fuel lines are provided with in-plane curvatures - that is to say that the center line of the second high-pressure fuel line lies in the plane. Such high-pressure fuel lines can be produced in a simple manner, and this is made possible by the fact that the identically designed injection valves are arranged parallel to each other and their high-pressure connections in the common pad, preferably in the connection plane lie.

In a particularly preferred embodiment, all second high pressure fuel lines - that is, their centerlines - lie in a single plane, and more preferably, the longitudinal axes of the fuel injectors and their connection axes are in the same single plane as the second high pressure fuel lines. If the fuel injection valves are arranged equidistantly, all second high-pressure fuel lines can be made identical.

Fig. 1

in Ansicht ein erfindungsgemässes Brennstoffeinspritzventil;

Fig. 2

das Einspritzventil gemäss Figur 1 in einem Schnitt entlang der Linie II-II der Figur 1;

Fig. 3

in gleicher Darstellung wie Figur 2, jedoch vergrössert, ein erster Abschnitt des Brennstoffeinspritzventils;

Fig. 4

in gleicher Darstellung wie Figur 2, jedoch vergrössert, einen zweiten Abschnitt des Brennstoffeinspritzventils;

Fig. 5

in Draufsicht einen zwei Brennkammern einer Verbrennungskraftmaschine gemeinsamen Zylinderkopf, in welchem pro Brennraum ein in den Figuren 1 bis 4 gezeigtes Einspritzventil montiert ist, sowie Hochdruckbrennstoffleitungen;

Fig. 6

in Ansicht die Brennstoffeinspritzventile sowie die Hochdruckbrennstoffleitungen gemäss Figur 5, ohne Zylinderkopf;

Fig. 7

in Draufsicht eine Hochdruckbrennstoffleitung;

Fig. 8

in einem Schnitt entlang der Linie VIII-VIII der Figur 7 die dort gezeigte Hochdruckbrennstoffleitung;

Fig. 9

ein Anschlussabschnitt, der in den Figuren 5 bis 8 gezeigten Hochdruckbrennstoffleitungen; und

Fig. 10

in perspektivischer Darstellung eine Befestigungshülse für die Hochdruckbrennstoffleitungen.

The present invention will be explained in more detail with reference to an embodiment shown in the drawing. It shows purely schematically:

Fig. 1

in view of a fuel injection valve according to the invention;

Fig. 2

the injection valve according FIG. 1 in a section along the line II-II of FIG. 1 ;

Fig. 3

in the same representation as FIG. 2 but enlarged, a first portion of the fuel injector;

Fig. 4

in the same representation as FIG. 2 but enlarged, a second portion of the fuel injector;

Fig. 5

in plan view a two combustion chambers of an internal combustion engine cylinder head common in which per combustion chamber in the FIGS. 1 to 4 shown injection valve is mounted, and high pressure fuel lines;

Fig. 6

in view of the fuel injectors and the high pressure fuel lines according to FIG. 5 , without cylinder head;

Fig. 7

in plan view, a high pressure fuel line;

Fig. 8

in a section along the line VIII-VIII of FIG. 7 the high pressure fuel line shown there;

Fig. 9

a connection section, which in the FIGS. 5 to 8 shown high pressure fuel lines; and

Fig. 10

in perspective view a mounting sleeve for the high pressure fuel lines.

The illustrated in the drawing fuel injector and the device shown with such injectors are intended for an ignition system for large reciprocating engines, which are operated with gas and / or diesel, also called "dual fuel" engines. Since these are very high power engines, the injectors can have a large overall length, as shown in the drawing. The injection valves serve, so to speak, as a pilot valve for igniting the main charge of fuel. Injectors and devices of the inventive type, however, can also be used - for engines of lower power - for injecting the main charge.

Like this Figures 1 and 2 can be removed, the inventive fuel injection valve 10 for intermittent injection of fuel under very high pressure in the combustion chamber of an internal combustion engine, a valve housing 12, which defines a longitudinal axis 14 and in which a high-pressure chamber 16 is present.

The valve housing 12 carries at its injection-side end a nozzle body 18 which defines a nozzle chamber connected to the high-pressure chamber 16.

In the end region facing away from the nozzle body 18 in the direction of the longitudinal axis 14, the valve housing 12 has a connection part 20, which forms a connection head 20 'of the fuel injection valve 10. In the exemplary embodiment shown, the connection part 20 is formed by a connection body 20 '.

At the connection part 20 or connection head 20 ', two identically formed high-pressure connections 22, 24 are formed, which each define a connection axis 22' or 24 '. The two high-pressure ports 22, 24 are the same direction and their connection axes 22 ', 24' are parallel to each other.

In the illustrated embodiment, the connection axis 22 'of the first high pressure port 22 is aligned with the longitudinal axis 14; the latter and the two connection axes 22 'and 24' lie in a common plane 26, which with the sectional plane II-II of FIG. 1 and the drawing plane of the FIG. 2 coincides.

The two high-pressure connections 22, 24 are unthrottled to one another and connected to the high-pressure chamber 16 by a connection line 28, in particular in the connection head 20 ', formed on the connection part 20.

A first section 28 'of the connecting line 28 connects the first high-pressure connection 22 to the high-pressure chamber 16. From this first section 28', a second section 28 "branches off the connecting line, which leads to the second high-pressure connection 24. The connecting line 28 has no throttles; are the high pressure ports 22, 24 formed without throttles.

The two high-pressure ports 22 and 24 are formed in a, in the present case, a connecting plane 30 forming connecting surface 30 ', which, seen in the direction of the longitudinal axis 14, the end face of the valve housing 12 forms. In the exemplary embodiment shown, the connection plane 30 extends at right angles to the longitudinal axis 14 and thus also at right angles to the connection axes 22 ', 24'.

In the exemplary embodiment shown, the connection body 20 'forming the connection part 20 is L-shaped, wherein the leg 32 extending in the direction of the longitudinal axis 14 has a circular cross-section and the connection leg 34 extending at right angles thereto is cuboidal; the latter forms the connection head 20 '.

On a side surface of the connecting leg 34, a low-pressure fuel return port 36 is arranged, and on a side surface extending at right angles thereto There is a designed in the manner of a socket electrical connection 38th

From the leg 32 are diametrically opposite in the radial direction from the outside attachment flanges 40 from whose through holes 40 'are intended to be penetrated by clamping screws 40'', by means of which the fuel injection valve on a cylinder head 42 (see FIG. 5 ) of the internal combustion engine 44 is attached.

At the high pressure ports 22, 24 facing away from the end of the leg 32 and thus of the connecting body 20 'is located on a circular cylindrical storage body 46, which is held by a first union nut 48 in close contact. The storage body 46 forms part of the valve housing 12.

At the connection body 20 'facing away from the end of the storage body 46 is located on this an intermediate body 50 of the valve housing 12 at. Its outer contour is circular cylindrical.

On the side facing away from the storage body 46 of the intermediate body 50 is located on this a valve body 52 at. At this attacks a second union nut 54, which comprises the intermediate body 50 and the other end is threaded into an external thread of the storage body 46. By means of the second union nut 54, the valve body 52 on the intermediate body 50, and the latter on the storage body 46, held in sealing engagement.

At the free end of the valve body 52 of the nozzle body 18 abuts, which in turn is sealed by a third union nut 56 on the valve body 52.

For the sake of completeness, it should be mentioned that the central axes of the storage body 46, the intermediate body 50, the valve body 52 and the nozzle body 18 lie in the longitudinal axis 14.

Like this Figures 2 and 3 can be removed, the two high pressure ports 22, 24 are formed by circular in cross-section recesses 58 in the connection body 20` concentric to the respective connection axes 22 ', 24'.

The high-pressure connections 22, 24, or the recesses 58 forming them, have a circular-cylindrical first section 60 adjoining the connection plane 30 after a chamfering. The jacket wall of this first section 60 serves as a low-pressure sealing surface 60 ', as will be described later in connection with FIGS FIGS. 7 to 10 is explained.

The first section 60 is followed, in the direction towards the interior of the connection body 20 ', by a conically tapering shoulder, to which a circular cylindrical second section 62 adjoins. The jacket wall of this second section 62 is formed as an internal thread 62 '.

The plane, perpendicular to the respective connection axis 22 ', 24' extending bottom of the recess 58 is designated 64.

Furthermore, each of the two high-pressure ports 22, 24 has a conically tapering high-pressure sealing surface 66 which extends from the bottom 64 and whose axis coincides with the relevant connecting shaft 22 ', 24'. Of the high-pressure sealing surface 66 of the first high-pressure port 22 extends concentrically to the connection axis 22 'and longitudinal axis 14, a longitudinal bore 68 through the connecting body 20' through to its, the high-pressure ports 22, 24 facing away from front side.

Of the high-pressure sealing surface 66 of the second high-pressure port 24 extends in the direction of the connection axis 24 ', a blind hole 70 which opens into a transverse bore 72, which in turn opens into the longitudinal bore 68.

The transverse bore 72 extends at right angles to the longitudinal axis 14 and the connection axes 22 ', 24' and in the plane 26. It is formed by the second high-pressure port 24 closer side surface 74 of the connecting leg 34 forth to the longitudinal bore 68, wherein they, in a the side surface 74 adjacent end portion has a larger cross section, and stepwise tapered, is formed. In the inner end of this end region, a sealing ball 76 is arranged, which is held by means of an indented and sealed in the end region Andrückstopfens 78 such that it seals the transverse bore 72 high pressure moderately. For this purpose, the transverse bore 72 subsequent to the End region have a conically tapered sealing surface against which the sealing ball 76 is pressed.

A section 68 'of the longitudinal bore 68 (corresponding to the first line section 28') leading from the high-pressure connection 22 to the high-pressure chamber 16, the blind bore 70 and the transverse bore 72 (corresponding to the second line section 28 ") form the connection line 28 mentioned above.

From an annular space extending around the sealing ball 76, on the side facing the Andrückstopfen 78, parallel to the connection axis 24 'a Leckagelängsbohrung 80 to the bottom 64 of the second high pressure port 24, where, as seen in the radial direction, outside of the respective high pressure sealing surface 66, in the recess 58 opens and forms a leakage monitoring opening there.

Further extending from the bottom 64 of the recesses 58 of the two high pressure ports 22, 24 from the facing sides leakage bevels 82, which open into one another. For the sake of completeness, it should be mentioned that the high-pressure connection-side openings of the leakage orifices 82 lie in the radial direction outside the high-pressure sealing surfaces 66 and likewise form leakage monitoring openings.

At this point, it should be mentioned that leakage bores, such as the leakage longitudinal bore 80 and leakage orifices 82, are not necessary if leak monitoring is dispensed with. The functioning of the leakage monitoring will be further discussed below FIGS. 7 to 10 explained in more detail. The leakage longitudinal bore 80 in the exemplary embodiment shown serves to monitor the sealing of the connecting line 28 by means of the sealing ball 76.

The storage body 46 has a blind hole, which is produced from the end face facing the connection body 20 'in the mounted state, to the cross section of the connection line of larger diameter. In the illustrated embodiment, this diameter is about 1/3 of the outer diameter of the circular cylindrical storage body 46. The blind hole serves to form a discrete storage chamber 84 for the fuel under high pressure. From the end face of the storage body 46 facing away in the connecting body 20 ', a connecting bore 86 extends to the bottom of the storage chamber 84, with an angle relative to the longitudinal axis 14.

In an end section facing the connection body 20 ', the blind hole has a larger diameter in order to support a shoulder for supporting a valve carrier 88 of a check valve 90. The check valve seat 92 is formed by an annular, around the mouth of the connecting line 28 extending around part of the storage body 46 facing the end face of the connection body 20 '. A plate-shaped check valve body 94 cooperates with the check valve seat 92, which center has, on the longitudinal axis 14, a continuous throttle bore 96.

The check valve body 94 is formed by means of a compression spring designed as a closing spring 98, which in the other end is supported on the valve carrier 88, with an in Closing position of the check valve 90 directed closing force applied.

Centrally through the valve carrier 88 passes through a passage 100 at least approximately the same cross section as the connecting line 28. Incidentally, the valve carrier 88 closes the storage chamber 84 in the axial direction to the connecting body 20 'out from.

The check valve 90, which forms a throttle device, allows the flow of high pressure fuel from the high pressure ports 22, 24 into the storage chamber 84 at least approximately unhindered and throttles the flow in the opposite direction.

Are multiple fuel injection valves 10 by means of high-pressure fuel lines 164, 164 'connected to each other and with a high-pressure fuel pump 166, as shown in the FIGS. 5 and 6 shown and described in more detail below, the throttling action of the check valve 90 is designed so that each fuel injector 10 during an injection high-pressure fuel from the storage chambers 86 other fuel injectors 10, from the high-pressure fuel lines 164, 164 'and from the high-pressure conveyor 166 flows. This functionality is in the document WO 2007/009279 A1 in detail and also in the document WO 2009/033304 A1 described. It is explicitly referred to these documents.

On the valve carrier 88 is further a filter 102, in the present case a cup-shaped hole filter, fixed, which protrudes from the valve carrier 88 into the interior of the storage chamber 84 and in which the passage 100 opens through the valve carrier 88. The filter 102 and the check valve 90 may be formed differently, preferred embodiments will be apparent from the document WO 2009/033304 A1 out.

The filter 102 prevents solid particles from entering the high-pressure chamber 16 and impairing the function of the fuel injection valve 10.

Furthermore, a channel 104 extends through the wall of the storage body 46 delimiting the storage chamber 84 in the longitudinal direction. A corresponding channel is also formed on the connection body 20 ', which is aligned with the channel 104 and leads to the electrical connection 38. From this leads an electrical control line 106 through the channel 104 in the connector body 20 'and storage body 46 to terminal contacts 108, which protrude into the channel 104 in the assembled state.

Finally, the storage body 46 has a recess facing away from the connection body 20 'and facing the intermediate body 50 facing end face recess in which a compression spring 110 is arranged. This serves to hold an electrically controlled actuator arrangement 112 in a corresponding recess in the intermediate body 50. The actuator arrangement 112 is electrically connected to the connection contacts 108 and via the latter and the electrical control line 106 to the electrical connection 38.

Such actuator arrangements 112 are generally known and in the present case designed as in FIG. 5 of the document WO 2008/046238 A2 shown and described in detail. The differently designed actuator arrangements, as disclosed in said document, can be used in the present fuel injection valve 10. Regarding construction and operation is expressly on the document WO 2008/046238 A directed.

Im in the Figures 2 . 3 and 4 In the embodiment shown, the actuator arrangement 112 is accommodated in an actuator receiving recess 113 of the intermediate body 50, which is arranged laterally offset with respect to the longitudinal axis 14. This provides space for another connection bore 86 'which is fluidly connected to the communication bore 86 and extends parallel to the longitudinal axis 14 through the intermediate body 50.

The actuator assembly 112 has an actuating shaft 114, which is biased by means of an actuator spring 116 in the closing direction of a pilot valve 118 and against the force of the actuator spring 116 by means of an electromagnet 120 in the opening direction of the pilot valve 118 is movable. The solenoid 120 is driven by an electrical controller which supplies the control signals to the electrical connection 38.

From the bottom of the Aktuatoraufnahmeausnehmung 113 of the intermediate body 50 extends through this passage, in which a pilot valve member 122 in axial Direction is slidably received. This is actuated by means of the operating shaft 114.

From the bottom region of the Aktuatoraufnahmeausnehmung 113 passes through the intermediate body 50, then the storage body 46 and the connecting body 20` to the low-pressure fuel return port 36, a dashed line indicated low pressure fuel return 123. The flowing at open pilot valve 118 fuel is thus guided to a fuel return collector, as is well known.

As this particular in the FIG. 4 is shown, the valve body 52 has a cross-sectionally circular, multi-stepped, continuous in the axial direction and to this concentric Ventilkörperausnehmung 124, in which a needle-shaped injection valve member 126 slidable in the axial direction and a hydraulic control device 128 for controlling the movement of the injection valve member 126 in known manner are included.

The injection valve member 126 protrudes into the cup-shaped nozzle body 18 and acts there in a known manner with an injection valve seat 130 together to connect through nozzle openings 132 with the high-pressure chamber 16 and separate from it. For the sake of completeness, it should be mentioned that there is a gap between the injection valve member 126 and the valve body 52 and the nozzle body 18 so that the fuel under high pressure can flow into the injection valve seat 130 and the nozzle openings 132 with little loss.

A compression spring 134 is supported on the one hand in a known manner on the injection valve member 126 and acts on this with a directed in the direction against the injection valve seat 130 closing force. On the other hand, the compression spring 134 is supported on a guide sleeve 136, which is thereby pressed sealingly against an intermediate plate 138.

In this side end region of the injection valve member is designed as a control piston 140 which is guided in the guide sleeve 136 in close sliding fit. The control piston, together with the guide sleeve, delimit a control arm 142 against the high-pressure chamber 16.

In the embodiment shown, the needle-shaped injection valve member 122 is guided on the one hand on the guide sleeve 136 and on the other hand with radially projecting guide lips on the nozzle body 18.

To control the movement of the injection valve member 126 in the axial direction, the pressure in the control chamber 142 is changed by means of a hydraulic control device 128.

The control device 128 has an intermediate valve 145 with an intermediate valve member 146 which, in the open position, releases a high-pressure passage 148 which leads from the high-pressure chamber 16 into the control chamber 142 and closes in the closed position to separate the control chamber 142 from the high-pressure chamber 116 ,

Furthermore, the intermediate valve member 146 permanently separates the control chamber 142 from a valve chamber 150, with the exception of a throttle passage 152, via which the control chamber 142 with the valve chamber 150 are permanently connected to one another via a small flow cross section.

In the embodiment shown, the intermediate valve member 146 is mushroom-shaped, wherein the stem is guided in a sliding fit in a passage of the intermediate plate 138 and arranged in the control chamber 142 mushroom head in closed position against the intermediate plate 138 to close the arranged in this area muzzle of the high pressure passage 148 , If the mushroom head lifted from the intermediate plate 138, the fuel between this and the guide sleeve 136 can flow into the control chamber 142 therethrough.

On the side facing away from the control chamber 142, the intermediate plate 138 sealingly abuts against a further intermediate plate 154, which is held in a predefined rotational position in the valve housing 112 by means of a positioning pin 156 and which, together with the intermediate plate 138 and the intermediate valve member 146 or the mushroom trunk thereof Valve space 150 limited.

In alignment with the axis of the actuator assembly 112, the further intermediate plate 154 has an outlet passage 158, which is tapered in a stepwise manner from the valve space 150 in the direction of the actuator arrangement 112.

The outlet passage 158 can be closed by means of the pilot valve member 122 controlled by the actuator arrangement 112 or can be released to the low-pressure fuel return 123. The further intermediate plate 154 forms a pilot valve seat of the pilot valve 118 which cooperates with the pilot valve member 122, with an annular region extending around the mouth of the outlet passage 158.

The detailed construction and operation of fuel injection valves 10 with such a control device 128, with the pilot valve 118 and the actuator assembly 112, is in the references WO 2007/098621 A and WO 2008/046238 A described in detail. The other embodiments disclosed in these documents can also be used in the fuel injection valve 10 according to the invention.

FIG. 5 shows a part of a device for intermittent injection of fuel into a number of combustion chambers of an internal combustion engine 44. Of these, in the FIG. 5 only shown a cylinder head 42 associated with two combustion chambers. In a known manner, the cylinder head 42 per combustion chamber on a fuel injection valve receiving passage, in each of which a fuel injection valve 10, as shown in the FIGS. 1 to 4 shown and described above, is used.

By means of clamping screws 40 "injection valves 10 are attached to the cylinder head 42.

With their connection part 20 or connection body 20 ', the injection valves 10 project beyond the cylinder head 42 and the high-pressure connections 22, 24 are located on the connection plane 30 facing away from the cylinder head 42 and are thus freely accessible.

A first high-pressure fuel line 164 forms a high-pressure fuel feed line and is connected, on the one hand, to a high-pressure feed pump 166 and, on the other hand, to the first high-pressure port 22 of a first injection valve 10 of the series of injection valves.

At the second high pressure port 24 of this fuel injection valve 10, a second high pressure fuel line 164 'is connected, which on the other hand is connected to the first high pressure port 22 of the next following fuel injection valve 10.

In the FIGS. 5 and 6 2, a further second high-pressure fuel line 164 'is shown, which connects the second high-pressure port 24 of the second fuel injection valve 10 to the first high-pressure port 22 of a not-shown next-following fuel injection valve 10.

The second high pressure fuel lines form high fuel pressure connection lines.

In the last of the series of injection valves 130, the second high pressure port 24 is closed by a plug.

FIG. 6 shows the same arrangement of fuel injection valves 10 and high pressure fuel lines 164, 164 ', as FIG. 5 , but without cylinder head 42.

Preferably, as in the illustrated embodiment, the longitudinal axes 14 of the fuel injectors 10 of the series of fuel injectors 10, as well as their connection axes 22 ', 24' of the high pressure ports 22, 24 in the common plane 26th

Further, in the illustrated embodiment, the centerlines 168 of the second high pressure fuel lines 164 'forming fuel high pressure communication lines are also in the same plane 26. In the illustrated embodiment, this also applies to the first high pressure fuel line 164.

The connection levels 30 of all interconnected fuel injection valves 10 are also in one plane.

The advantage of this arrangement is that the second high-pressure fuel lines 164 ', and in the present case also the first high-pressure fuel line 164, only have to have two 90 ° bends lying in the plane 26 and can be assembled and disassembled in a simple manner.

In the present embodiment, the high-pressure fuel lines 164, 164 'for monitoring any leakage double-walled, as shown in the FIGS. 7 and 8 evident. An inner tube 170 is for Guiding the under very high pressure fuel determined. It has at both ends a conically tapering towards the free end, in the radial direction outside lying high pressure sealing surface 172, which is intended in the assembled state to cooperate with the high pressure sealing surface 66 of the respective high pressure port 22, 24.

The inner tube 170 extends within a (thin-walled) outer tube 174, wherein between the outer tube 174 and the inner tube 170, a leakage return gap 176 is present.

At their two ends, the high-pressure fuel lines 164, 164 'on a connecting nut 178; in this regard will also be on the FIGS. 9 and 10 directed.

The connecting nut 178 is provided in an end region facing the free end of the high-pressure fuel line 164, 164 'with an external thread 180 which is intended to be threaded into the internal thread 62' of the second section 62 of the respective high-pressure port 22, 24.

Further, the connection nut 178 has a radially outwardly open circumferential groove into which an O-ring 182 is inserted, which in the assembled state with the sealing surface 60 'in the first section 60 of the respective high-pressure port 22, 24 cooperates to the interior of the recess 58 to seal against the environment.

Further, the terminal nut 178 has a nut passage 184 extending therethrough in the axial direction, through which the inner tube 170 passes to form a gap 186. In its two-sided end portions of the mother passage 184 is formed larger in diameter. In the external thread 180 facing away from the first end portion 190 engages the outer tube 174, on the outside of another O-ring 182 'sealingly applied, which on the other hand is received in an inner circumferential groove of the connecting nut 178.

In the free end of the high pressure fuel line 64, 64 'facing the second end portion 190' is a mounting sleeve 192 is arranged, the construction of particularly good FIG. 10 evident. It has in the axial direction in a central portion of an internal thread 194, by means of which it is threaded onto a corresponding external thread of the inner tube 170. In its end region facing away from the free end of the high-pressure fuel line 164, 164 ', the fastening sleeve 194 has four cross-shaped, groove-shaped leakage recesses 196 extending in the radial direction. Here, the fastening sleeve 192 is provided on the outside with a cone taper 198, which cooperates with a corresponding cone support surface 200 on the mother passage 184.

In the mounted state, the high-pressure sealing surface 172 of the inner tube 170 is held by means of the connecting nut 178 via the fastening sleeve 192 in close contact with the high-pressure sealing surface 66 of the respective high-pressure port 22, 24. Should that of the Leakage seal formed between two sealing surfaces 66 and 172, the leakage fuel can pass through the leakage recesses 196 in the radially outwardly of the terminal nut 178 limited gap 186. This is fluidly connected to the leakage return gap 176 between the inner tube 170 and the outer tube 174. If the inner tube 170 licks itself, the leakage fuel in question is caught in the outer tube 174.

Furthermore, in the connection parts 20, the gaps 186 and thus the leakage return gaps 176 of the high-pressure fuel lines 164, 164 'are flow-connected to one another by means of the leakage bevel bores 182. In this connection also leads the Leckagelängsbohrung 80, which can be determined by a simple manner a possible leakage of fuel. A single leakage sensor, which is preferably arranged at the beginning or at the end of the line system, thus suffices to monitor the entire device for leakage.

In a known manner, the fuel injection valves 10 are sequentially controlled in a predetermined order for injection of very high pressure fuel. In the idle state, the pilot valve 180 in the closing and the intermediate valve 145 in the open position and the injection valve member 126 sealingly against the injection valve 130 at.

To initiate an injection process, the actuator assembly 112 of the respective fuel injection valve 10 is electrically energized, whereby the pilot valve member 122 is released. As a result of the pressure in the valve chamber 150 high pressure, the pilot valve member 122 is lifted from its attachment to the further intermediate plate 154, after which fuel from the valve chamber 150 into the low-pressure fuel return 123 flows. As a result of the resulting pressure difference between the pressure in the control chamber 142 and in the valve chamber 150, the intermediate valve 145 is closed, so that in the control chamber 142 can not flow under high pressure fuel from the high-pressure chamber 16. Due to the outflow of fuel from the control chamber through the throttle bore 96 into the valve chamber, the pressure in the control chamber 142 decreases, which leads to the lifting of the injection valve member 126 from the injection valve seat 130. As a result, high-pressure fuel is injected through the nozzle openings 132 into the combustion chamber.

To end the injection process, the actuator assembly 112 is de-energized, resulting in the closure of the pilot valve 118. As a result, the pressure in the valve chamber 150 rises, as fuel can flow through the throttle bore 96 out of the control chamber 142. As a result of this pressure increase, the intermediate valve 145 opens and the subsequent flow of high-pressure fuel from the high-pressure chamber 16 into the control chamber 142 is released. This leads to a rapid pressure increase in the control chamber 142, which leads to the movement of the injection valve member 162 to the injection valve seat 130 and the termination of the injection process.

During the injection process, the pressure in the high-pressure chamber 16 drops. As a result of the discrete storage chambers 84 and provided with the throttle bore 96 check valve 90 can now during an injection process fuel from the high-pressure pump 166, the high-pressure fuel lines 164, 164 'and other fuel injectors 10 in the injecting fuel injector 10 nachfliessen. This ensures optimum injection processes with smaller discrete storage chambers 46 and thus less space consuming fuel injectors 10, without a large storage chamber in the form of a "common rail" is present.

The high pressure ports 22, 24, in contrast to the in the Figures 2 . 3 . 5 and 6 embodiment shown, also be arranged such that their connection axes 22 ', 24' with an angle defined by the longitudinal axis 14 longitudinal direction an angle of 90 ° or enclose an angle between 0 ° and 90 °.

Claims (16)

1. Fuel injection valve for the intermittent injection of fuel into the combustion chamber of an internal combustion engine, having a valve housing (12) which comprises a high-pressure chamber (16) with a discrete accumulator chamber (84) and defines a longitudinal axis (14) and which, at one side, bears a nozzle body (18) connected to the high-pressure chamber (16) and, at the other side, has a port part (20) with two high-pressure ports (22, 24) for high-pressure fuel lines (164, 164'), which high-pressure ports define in each case a port axis (22', 24') and are connected to the high-pressure chamber (16) and in unthrottled fashion to one another, characterized in that the high-pressure ports (22, 24) are arranged in a common port surface (30') of the port part (20) so as to be oriented in the same direction and such that their port axes (22', 24') run parallel, wherein each of the two high-pressure ports (22, 24) has a conically tapering high-pressure sealing surface (66) proceeding from a base (64) of the respective high-pressure port (22, 24), the axis of which high-pressure sealing surface coincides with the respective port axis (22', 24'), a longitudinal bore (68) runs, concentrically with respect to the port axis (22') and the longitudinal axis (14), from the high-pressure sealing surface (66) of the first high-pressure port (22) through a port body (20') forming the port part (20) to the face side, facing away from the high-pressure ports (22, 24), a blind bore (70) runs from the high-pressure sealing surface (66) of the second high-pressure port (24) in the direction of its port axis (24'), which blind bore opens into a transverse bore (72), which in turn opens into the longitudinal bore (68), and the longitudinal bore (68), the blind bore (70) and the transverse bore (72) form a connecting line (28).
2. Fuel injection valve as claimed in claim 1, characterized by a throttle device (90) which permits the flow of the fuel from the high-pressure ports (22, 24) into the discrete accumulator chamber (84) in at least approximately unhindered fashion and throttles said flow in the opposite direction.
3. Fuel injection valve as claimed in claim 2, characterized in that the throttle device (90) is in the form of a check valve (90), the check valve element of which is provided with a throttle bore (96).
4. Fuel injection valve as claimed in claim 3, characterized in that a circular cylindrical accumulator body (46) bears against that face side of the port body (20'), which faces away from the high-pressure ports (22, 24), said accumulator body being held in sealing abutment by means of a first cap nut (48) against the port body (20'), the accumulator body (46) has a blind bore which is manufactured proceeding from that face side which faces toward the port body (20') in the assembled state, which blind bore has a diameter that is larger in relation to the cross section of the connecting line (28), the blind bore serves for forming the discrete accumulator chamber (84) for the highly pressurized fuel, a connecting bore (86) runs, obliquely with respect to the longitudinal axis (14), to the base of the accumulator chamber (84) from that face side of the accumulator body (46) which faces away from the port body (20'), the blind bore has a larger diameter in an end section facing toward the port body (20') for the purpose of forming a shoulder for supporting a valve carrier (88) of the check valve (90), a check valve seat (92) is formed by an annular part, running around the opening of the connecting line (28), of that face side of the port body (20') which faces toward the accumulator body (46),
   and a check valve body (94) which is of plate-shaped form and forms a check valve element interacts with the check valve seat (92), which check valve body has the continuous throttle bore (96) centrally, on the longitudinal axis (14).
5. Fuel injection valve as claimed in claim 4, characterized in that the check valve body (94) is subjected to a closing force directed toward a closed position of the check valve (90) by means of a closing spring (98) which is in the form of a compression spring and which is supported at the other end on the valve carrier (88).
6. Fuel injection valve as claimed in claim 5, characterized in that a passage (100) of at least approximately the same cross section as the connecting line (28) runs centrally through the valve carrier (88) and the valve carrier (88) closes off the accumulator chamber (84) in the axial direction toward the port body (20').
7. Fuel injection valve as claimed in one of claims 1 to 6, characterized in that the port surface (30') is a port plane (30).
8. Fuel injection valve as claimed in claim 7, characterized in that the port plane (30) runs perpendicular to the longitudinal axis (14).
9. Fuel injection valve as claimed in one of claims 1 to 8, characterized in that the high-pressure ports (22, 24) are of identical design.
10. Fuel injection valve as claimed in one of claims 1 to 9, characterized in that the high-pressure ports (22, 24) have, in the center, the conical port sealing surface (66) for the high-pressure fuel lines (164, 164') and have, outside the port sealing surfaces (66) as viewed in the radial direction, leakage monitoring openings (82) that are connected to one another.
11. Fuel injection valve as claimed in one of claims 1 to 10, characterized in that the nozzle body (18) has an injection valve seat (130) which is connected to the high-pressure chamber (16) and with which there interacts an injection valve element (126) that is arranged in the valve housing (12) so as to be adjustable in the direction of the longitudinal axis (14), a compression spring (134) is supported at one side on the injection valve element (126) and exerts on the latter a closing force directed toward the injection valve seat (130) and is supported at the other side on a guide sleeve (136) and presses the guide sleeve (136) sealingly against an intermediate plate (138), the guide sleeve (136) together with a control piston (140), guided in said guide sleeve (136), of the injection valve element (126) delimits a control chamber (142) with respect to the high-pressure chamber (16), a control device (128) for controlling the axial movement of the injection valve element (126) by varying the pressure in the control chamber (142) has an intermediate valve (145) whose intermediate valve element (146), when in an open position, opens up a high-pressure passage (148), connected to the high-pressure chamber (16), into the control chamber (142) and, when in a closed position, separates the control chamber (142) from the high-pressure passage (148) and, permanently, separates the control chamber (142) from a valve chamber (150) aside from a throttle passage (152), and the valve chamber (150) is connected to and separated from a low-pressure fuel return line (123) by means of an electrically actuated actuator arrangement (112).
12. Fuel injection valve as claimed in claim 11, characterized in that a low-pressure fuel return port (36) and an electrical terminal (38) connected to the actuator arrangement (112) are arranged on the port body (20'), an intermediate body (50), in which the actuator arrangement (112) is arranged, of the valve housing (12) bears against the accumulator body (46), and a valve body (52) of the valve housing (12) bears against the intermediate body (50), which valve body, on the other side, bears the nozzle body (18) and in which valve body the injection valve element (126) and the control device (128) are arranged.
13. Device for the intermittent injection of fuel into a number of combustion chambers of an internal combustion engine, having a fuel injection valve (10) as claimed in one of claims 1 to 12 for each combustion chamber, wherein the fuel injection valves (10) are of structurally identical form, a first high-pressure fuel line (164) - a fuel high-pressure feed line - is connected to a first of the two high-pressure ports (22, 24) of a first of the fuel injection valves (10), which first high-pressure fuel line, for feeding fuel to the fuel injection valves (10), is connected at the other side to a high-pressure delivery pump (166), and a second high-pressure fuel line (164') - a fuel high-pressure connecting line - is connected to in each case the second of the two high-pressure ports (22, 24) of the fuel injection valves (10), which second high-pressure fuel line is connected at the other side to a first high-pressure port (22) of a respectively subsequent fuel injection valve (10), wherein, however, in the case of the last of the fuel injection valves (10), the second high-pressure port (24) is closed off by means of a plug, and wherein the fuel injection valves are connected to one another, and preferably to the high-pressure delivery pump (166), in unthrottled fashion.
14. The device as claimed in claim 13, characterized in that the second high-pressure fuel line (164'), or all of the second high-pressure fuel lines (164'), has or have bends situated in a single plane (26).
15. The device as claimed in claim 13 or 14, characterized in that the second high-pressure fuel lines (164') lie in a single plane (26).
16. The device as claimed in one of claims 13 to 15, characterized in that the longitudinal axes (14) of the fuel injection valves (10) and the port axes (22', 24') thereof lie in the same plane (26) as the second high-pressure fuel lines (164').

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