EP2867517A1 - Fuel injection valve for internal combustion engines - Google Patents

Fuel injection valve for internal combustion engines

Info

Publication number
EP2867517A1
EP2867517A1 EP13723131.2A EP13723131A EP2867517A1 EP 2867517 A1 EP2867517 A1 EP 2867517A1 EP 13723131 A EP13723131 A EP 13723131A EP 2867517 A1 EP2867517 A1 EP 2867517A1
Authority
EP
European Patent Office
Prior art keywords
control
chamber
control chamber
fuel
pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP13723131.2A
Other languages
German (de)
French (fr)
Other versions
EP2867517B1 (en
Inventor
Andreas Gruenberger
Hans-Christoph Magel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2867517A1 publication Critical patent/EP2867517A1/en
Application granted granted Critical
Publication of EP2867517B1 publication Critical patent/EP2867517B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/025—Hydraulically 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
    • 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
    • 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
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0028—Valves characterised by the valve actuating means hydraulic
    • F02M63/0029—Valves characterised by the valve actuating means hydraulic using a pilot valve controlling a hydraulic chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing
    • F02M63/0042—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing combined with valve seats of the lift valve type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0043—Two-way valves
    • 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
    • F02M63/0075—Stop members in valves, e.g. plates or disks limiting the movement of armature, valve or spring
    • 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
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/003—Valve inserts containing control chamber and valve piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/20—Closing valves mechanically, e.g. arrangements of springs or weights or permanent magnets; Damping of valve lift

Definitions

  • the invention relates to a fuel insp scritz valve for internal combustion engines, as it is preferably used for injecting fuel into a combustion chamber of a self-igniting internal combustion engine.
  • PRIOR ART Injection systems for injecting fuel into combustion chambers under high pressure are known from the prior art.
  • fuel is compressed by a high-pressure pump and stored in a high-pressure accumulator, a so-called rail.
  • a high-pressure accumulator one or more fuels are fed insp ritz valves that inject the required fuel into the respective combustion chamber.
  • the aim is to atomize exactly the required amount of fuel as finely as possible and to introduce it into the combustion chamber evenly.
  • DE 100 24 702 Al for example, such an injection system including injection valve is known.
  • the known fuel injection valves have a nozzle needle, which is arranged longitudinally displaceable in a housing and which cooperates with a nozzle seat for opening and closing at least one injection opening.
  • the movement of the nozzle needle is controlled by the pressure in a control chamber which acts on the valve seat facing away from the end face of the nozzle needle. Via a control valve, the pressure in the control chamber is lowered or increased, which changes the closing force on the nozzle needle accordingly, so that these driven by the hydraulic force of the injection pressure and the nozzle needle surrounding fuel moves in the longitudinal direction.
  • the pressure in the control room is achieved by the inflow and outflow of pressurized fuel.
  • the control chamber is always connected to pressurized fuel via an inlet throttle, which connects the control chamber with a high pressure line within the fuel injection valve.
  • the control chamber can be connected via an outlet throttle with a low-pressure chamber, wherein the outlet throttle can be opened or closed by a control valve.
  • the outlet throttle When the outlet throttle is open, pressurized fuel thus flows out of the control chamber into the low-pressure chamber, whereby the pressure in the control chamber is reduced and thus the closing force on the nozzle needle.
  • a control piston is longitudinally displaceably arranged in the control chamber, which controls the control chamber into a first
  • Sub-control room and a second sub-control room the first part being Control space via an outlet throttle with a low-pressure chamber is connected and the first with the second part of the control room via a connecting throttle are always connected hydraulically.
  • On the control piston a sealing surface is formed, which cooperates with a sealing seat, so that when the sealing surface on the sealing seat of the second part control chamber is hydraulically separated from the inlet throttle.
  • the control piston is not moved by other actuators or other control devices, but its movement takes place exclusively on the hydraulic forces acting on it.
  • the structure is correspondingly simple and inexpensive to implement.
  • the connecting throttle is formed in a valve piece, in which the control piston is guided. This allows great variability in the arrangement of the control piston and valve piece and, compared to a guide directly in the housing of the fuel injection valve, reduces the production costs.
  • the connecting throttle can be advantageously formed in the valve piece.
  • the connection throttle can also be formed in the control piston itself.
  • annular groove is formed in the outer surface of the control piston into which the inlet throttle opens.
  • the annular groove is separated when the sealing surface on the sealing seat from the second part control room. Since the annular groove has the same hydraulically effective area in both longitudinal movement directions of the control piston, there is no hydraulic force acting on the control piston in the longitudinal direction through the fuel in the annular groove, which would have to be compensated.
  • control piston is acted upon by a spring element away from the sealing seat with an opening force.
  • Spring element serves to the control piston in a defined output to bring about a clear function.
  • the spring element can be arranged in an advantageous manner in the second part of the control room, so that the first part control room can be kept very small, which allows rapid switching of the fuel insp scritz valve.
  • FIG. 1 shows an inventive fuel insp scritz valve in longitudinal section
  • Fig. 2 shows an enlarged detail of Fig. 1 in the control room
  • Fig. 3, 4, 5 and 6 in the same representation as Fig. 2 further embodiments of the invention.
  • FIG. 1 a fuel inspector valve according to the invention is shown schematically in longitudinal section.
  • the fuel insp ritz valve has a housing 1, which comprises a holding body 3 and a nozzle body 4, which are braced against each other by means of a clamping nut 5.
  • a pressure chamber 7 is formed, which is filled via a high-pressure port 32 with fuel under high pressure.
  • a nozzle needle 8 is longitudinally displaceably arranged, which has a valve sealing surface 11 at its in installation position of an internal combustion engine facing end, with which the nozzle needle 8 cooperates with a nozzle seat 10 and thereby the connection of a plurality of injection openings 12 which are formed in the nozzle body 4, with the pressure chamber 7 controls.
  • the nozzle needle 8 is guided in the region of the nozzle body 4 in a guide section 16, wherein the fuel flow is ensured by the pressure chamber 7 on the guide portion 16 over in the direction of the injection openings 12 by one or more polished sections on the guide section 16.
  • a closing spring 9 which surrounds the nozzle needle 8 is arranged in the nozzle body 4, which is under pressure prestressing with one end against the
  • Holding body 3 and with the other end to a on the nozzle needle 8 also- formed paragraph 14 and thereby exerts a closing force in the direction of the valve seat 10 on the nozzle needle 8.
  • a valve piece 20 is arranged in the pressure chamber 7, which is supported on a throttle plate 24, which forms the valve seat facing away from the end of the pressure chamber 7 and which can also be made in one piece with the valve member 20.
  • the throttle plate 24 is clamped by a clamping screw 25 against a shoulder in the holding body 3.
  • a stepped bore 21, 22 is formed, which encloses a diameter-reduced guide bore 22 and an enlarged diameter bore portion 21.
  • the nozzle needle 8 protrudes with its nozzle seat facing away from the end, on which the end face 17 is formed, in the extended bore portion 21 and is guided there radially.
  • the control chamber 28 is formed by a valve in the piece 20
  • Inlet throttle 30 is connected to the pressure chamber 7 and via an outlet throttle 31 with a low-pressure chamber 46 which is connected to a return line, not shown in the drawing, so that there is always a low pressure in the low pressure chamber 46.
  • a control valve 40 is arranged in the housing 1 on the side facing away from the control chamber 28 side of the throttle plate 24.
  • the control valve 40 comprises a magnetic armature 42, on whose end facing the throttle plate 24, a sealing ball 43 is arranged, with which the armature 42 rests on a seat formed in the throttle plate 24 and thereby closes the outlet throttle 31.
  • the armature 42 is acted upon by a spring 45 in the direction of the throttle plate 24 with a closing force and can be pulled by an electromagnet 44 against the force of the spring 45 in an open position, so that the sealing ball 43, the outlet throttle 31 releases and fuel from the control chamber 28th can flow into the low pressure chamber 46.
  • Fig. 2 shows the area of the control chamber 28 of FIG. 1 again in an enlarged view.
  • a control piston 29 is arranged in the control chamber 28.
  • Control piston 29 is longitudinally movable in the control chamber 28 and is in the control bore 22 guided with a cylindrical portion 129.
  • the nozzle needle 8 facing the end of the control piston 29 is expanded and forms on an outer surface a sealing surface 38 which cooperates with a formed on the valve piece 20 sealing seat 39.
  • the movement of the control piston 29 is limited in the direction of the nozzle needle 8 by a stop 35.
  • the control piston 28 divides the control chamber 28 into a first partial control chamber 128 and a second partial control chamber 228, wherein the first partial control chamber 128 is formed between the first end surface 36 of the control piston 29 and the throttle plate 24 and the second partial control chamber 228 is formed between the second end surface 37 of the control piston 29 and the end face 17 of the nozzle needle 8.
  • a connecting throttle 34 is provided in the valve piece 20, via which a pressure equalization between the two sub-control chambers 128, 228 can take place.
  • a closing spring 33 is arranged, which acts on the control piston 29 in the direction of the nozzle needle 8 with an opening force and presses against the stop 35.
  • an annular groove 49 is formed on the outer side of the control piston 29, into which the inlet throttle 30 opens.
  • the control piston 29 is in its open position, that is in abutment against the stop 35, the second part control chamber 228 is hydraulically connected via the annular groove 49 with the inlet throttle 30, as shown in Fig. 2.
  • the function of the described fuel injection valve is as follows. At the beginning of the injection, the control valve 40 is de-energized, so that the armature 42 driven by the closing spring 45, the outlet throttle 31 closes. Because of the connection of the first partial control chamber 128 with the second partial control chamber 228 via the connecting throttle 34, the same high pressure prevails in the entire control chamber 28, since there is a connection to the pressure chamber 7 via the inlet throttle 30, in which fuel is present under high pressure. If the electromagnet of the control valve 40 is energized, the armature 42 lifts off from the throttle plate 24 and releases the outlet throttle 31, via which fuel from the first partial control chamber 128 flows immediately into the low-pressure chamber 46.
  • the pressure in the first sub-control chamber 128 then decreases very rapidly, which reduces the hydraulic forces on the first end face 36 of the control piston 29, while in the second sub-control chamber 228, due to the throttling action of the connecting throttle 34 and the inflowing fuel from the inlet throttle 30, the pressure is still significantly higher.
  • the resulting higher hydraulic force on the second end face 37 of the control piston 29 pushes the control piston away from the stop 35 in the direction of the throttle plate 24 until its sealing surface 38 comes to rest on the sealing seat 39 and separates the annular groove 49 from the second partial control chamber 228.
  • the inlet throttle 30 is now sealed and the high fuel pressure is only within half of the annular groove 49, while in the second part of the control chamber 228, the pressure now drops further, which also reduces the closing force on the end face 17 of the nozzle needle 8, until - driven by the hydraulic forces in the pressure chamber 7 - lifts off from the nozzle seat 10 and fuel flows from the pressure chamber 7 to the injection openings 12 and exits through this from the fuel injection valve.
  • the energization of the electromagnet 40 is stopped, so that the armature 42 moves back to its closed position and the outlet throttle 31 closes again.
  • the control piston lifts off from the sealing seat 39, which again connects the annular groove 49 with the second partial control chamber 228.
  • the pressure in both sub-control chambers 128, 228 then increases rapidly and the nozzle needle 8 is pushed back to its closed position on the nozzle seat 10, which ends the injection.
  • the control piston 29 moves as far in the direction of the nozzle needle 8, until it abuts the stop 35 again.
  • FIG. 3 another embodiment is shown, wherein like parts are provided with the same reference numerals. This differs from the embodiment of FIG. 2 only in that the connecting throttle 34 is not formed in the valve piece 20, but as a longitudinal bore in the valve piston 29, the As a rule, it is easier and cheaper to produce an angled or oblique bore in the valve piece 20.
  • FIG. 4 shows in the same representation as FIGS. 2 and 3 a further exemplary embodiment.
  • the control piston 29 is here equipped with a further paragraph at the nozzle end, between which and the valve piece 20, the closing spring 33 is arranged, which is correspondingly omitted in the first part control chamber 128.
  • This arrangement of the closing spring 33 makes it possible to make the first partial control chamber 128 very small, whereby the pressure drops very rapidly when the control valve is open and the nozzle needle 8 opens correspondingly quickly after activation of the control valve 40.
  • the control piston 29 has no annular groove 40, but is cylindrical except for the sealing surface 38.
  • the closing spring 33 is at its end facing the nozzle needle 8, while the other end of the closing spring rests against a shoulder 41 of the valve member 20.
  • an inlet chamber 47 is formed, in which the inlet throttle 30 opens and receives the closing spring 33.
  • the control piston 29 is relatively simple and the volume of the
  • Zulaufraums is further reduced by the closing spring 33, which is advantageous for a quick switching of the control piston 29.
  • FIG. 6 a further embodiment of the invention is shown, which differs from the embodiment of FIG. 3 mainly by the omission of the closing spring.
  • the opening of the fuel injection valve is identical to the above-described operation.
  • the sealing seat 39 can be radially displaced slightly outwards.

Landscapes

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

Abstract

The invention relates to a fuel injection valve comprising a housing (1) in which pressure is applied to a nozzle needle (8), in a control chamber (28), at least indirectly with a closing force in the direction of a valve seat (10). The pressure in the control chamber (28) can be adjusted using a control valve (40) as said control chamber (28) is able to be connected to a low pressure chamber (46) via an outlet restrictor (31) and be filled with fuel at high pressure via an inlet restrictor (30). A longitudinally-displaceable control piston (29) is arranged in the control chamber (28) and divides said chamber (28) into a first control sub-chamber (128) and a second control sub-chamber (228), the first control sub-chamber (128) being able to be connected to the low pressure chamber (46) by means of said outlet restrictor (31). A sealing surface (38) is formed on the control piston (29) and interacts with a sealing seat (39) in the control chamber (28) such that the inlet restrictor (30) is hydraulically disconnected from the second control sub-chamber (228) when the sealing surface (38) comes to rest against the sealing seat (39). Said first control sub-chamber (128) and second control sub-chamber (228) are constantly hydraulically interconnected by means of a restrictor connection (34).

Description

Beschreibung  description
Titel title
Kraftstoffeinspritzventil für Brennkraftmaschinen  Fuel injection valve for internal combustion engines
Die Erfindung betrifft ein Kraftstoffe insp ritz ventil für Brennkraftmaschinen, wie es vorzugsweise zum Einspritzen von Kraftstoff in einen Brennraum einer selbstzündenden Brennkraftmaschine verwendet wird. The invention relates to a fuel insp scritz valve for internal combustion engines, as it is preferably used for injecting fuel into a combustion chamber of a self-igniting internal combustion engine.
Stand der Technik Aus dem Stand der Technik sind Einspritzsysteme zum Einspritzen von Kraftstoff in Brennräume unter hohem Druck bekannt. Hierbei wird Kraftstoff durch eine Hochdruckpumpe verdichtet und in einem Hochdruckspeicher, einem sogenannten Rail, zwischengespeichert. Aus diesem Hochdruckspeicher werden ein oder mehrere Kraftstoffe insp ritz ventile gespeist, die den benötigten Kraftstoff in den jeweiligen Brennraum einspritzen. Ziel ist es dabei, genau die benötigte Kraftstoffmenge möglichst fein zerstäubt und räumlich gleichmäßig in den Brennraum einzubringen. Aus der DE 100 24 702 AI ist beispielsweise ein solches Einspritzsystem samt Einspritzventil bekannt. Zur Steuerung der Einspritzung besitzen die bekannten Kraftstoffeinspritzventile eine Düsennadel, die längsverschiebbar in einem Gehäuse angeordnet ist und die mit einem Düsensitz zum Öffnen und Schließen wenigstens einer Einspritzöffnung zusammenwirkt. Die Bewegung der Düsennadel wird dabei durch den Druck in einem Steuerraum gesteuert, der auf die dem Ventilsitz abgewandte Stirnfläche der Düsennadel wirkt. Über ein Steuerventil wird der Druck im Steuerraum abgesenkt oder erhöht, was die Schließkraft auf die Düsennadel entsprechend ändert, so dass sich diese angetrieben durch die hydraulische Kraft des unter Einspritzdruck stehenden und die Düsennadel umgebenden Kraftstoffs in Längsrichtung bewegt. Der Druck im Steuerraum wird durch den Zu- und Abfluss von unter Druck stehendem Kraftstoff erreicht. Bei den bekannten Kraftstoffeinspritzventilen ist der Steuerraum stets mit unter Druck stehendem Kraftstoff über eine Zulaufdrossel verbunden, die den Steuerraum mit einer Hochdruckleitung innerhalb des Kraft- stoffeinspritzventils verbindet. Um den Druck im Steuerraum zu erniedrigen, kann der Steuerraum über eine Ablaufdrossel mit einem Niederdruckraum verbunden werden, wobei die Ablaufdrossel durch ein Steuerventil geöffnet oder geschlossen werden kann. Bei geöffneter Ablaufdrossel fließt somit unter Druck stehender Kraftstoff aus dem Steuerraum in den Niederdruckraum, wobei sich der Druck im Steuerraum erniedrigt und damit die Schließkraft auf die Düsennadel. Diese sogenannte Absteuermenge ist konstruktionsbedingt und grundsätzlich unvermeidlich. PRIOR ART Injection systems for injecting fuel into combustion chambers under high pressure are known from the prior art. Here, fuel is compressed by a high-pressure pump and stored in a high-pressure accumulator, a so-called rail. From this high-pressure accumulator one or more fuels are fed insp ritz valves that inject the required fuel into the respective combustion chamber. The aim is to atomize exactly the required amount of fuel as finely as possible and to introduce it into the combustion chamber evenly. From DE 100 24 702 Al, for example, such an injection system including injection valve is known. To control the injection, the known fuel injection valves have a nozzle needle, which is arranged longitudinally displaceable in a housing and which cooperates with a nozzle seat for opening and closing at least one injection opening. The movement of the nozzle needle is controlled by the pressure in a control chamber which acts on the valve seat facing away from the end face of the nozzle needle. Via a control valve, the pressure in the control chamber is lowered or increased, which changes the closing force on the nozzle needle accordingly, so that these driven by the hydraulic force of the injection pressure and the nozzle needle surrounding fuel moves in the longitudinal direction. The pressure in the control room is achieved by the inflow and outflow of pressurized fuel. In the known fuel injection valves, the control chamber is always connected to pressurized fuel via an inlet throttle, which connects the control chamber with a high pressure line within the fuel injection valve. In order to lower the pressure in the control chamber, the control chamber can be connected via an outlet throttle with a low-pressure chamber, wherein the outlet throttle can be opened or closed by a control valve. When the outlet throttle is open, pressurized fuel thus flows out of the control chamber into the low-pressure chamber, whereby the pressure in the control chamber is reduced and thus the closing force on the nozzle needle. This so-called Absteuermenge is design-related and basically unavoidable.
Über die Zulaufdrossel strömt bei geöffnetem Steuerventil ständig Kraftstoff in den Steuerraum nach, der dort entspannt und weiter in den Niederdruckraum fließt. Dieser Kraftstoff muss durch die Hochdruckpumpe zusätzlich zu dem der für die Einspritzung vorgesehenen Kraftstoff verdichtet werden, was die Effizienz des Einspritzsystems mindert. With the control valve open, fuel constantly flows into the control chamber via the inlet throttle, which then relaxes there and continues to flow into the low-pressure chamber. This fuel must be compressed by the high pressure pump in addition to that of the fuel intended for injection, which reduces the efficiency of the injection system.
Um den Wirkungsgrad des Einspritzsystems zu erhöhen ist aus der DE 101 31 617 AI ein Kraftstoffe insp ritz ventil bekannt, bei dem der Kraftstoffdruck im Steuerraum über ein 3/2-Wegeventil gesteuert wird. Je nach Stellung dieses Steuerventils fließt entweder Kraftstoff aus einer Hochdruckleitung über eine Zu- und Ablaufdrossel in den Steuerraum oder wird über diese in einen Niederdruckraum abgeführt. Die Steuerung über ein 3/2-Wegeventil ist jedoch aufwendig und kostenintensiv. Darüber hinaus ist der Druckaufbau und -abbau im Steuerraum bei dieser Ausführung relativ langsam. In order to increase the efficiency of the injection system is known from DE 101 31 617 AI a fuel insp scritz valve known, in which the fuel pressure in the control chamber is controlled by a 3/2-way valve. Depending on the position of this control valve either fuel flows from a high-pressure line via an inlet and outlet throttle in the control room or is discharged via this into a low pressure space. The control of a 3/2-way valve, however, is complicated and costly. In addition, the pressure build-up and -down in the control room in this embodiment is relatively slow.
Vorteile der Erfindung Advantages of the invention
Das erfindungsgemäße Kraftstoffe insp ritz ventil ist demgegenüber in der Lage, die Kraftstoff-Absteuermenge mit einfachen Mitteln deutlich zu reduzieren, ohne dass die Dynamik der Steuerung beeinträchtigt wird. Dazu ist im Steuerraum ein Steu- erkolben längsverschiebbar angeordnet, der den Steuerraum in einen erstenIn contrast, the fuel inspector valve according to the invention is able to significantly reduce the amount of fuel diversion by simple means, without the dynamics of the control being adversely affected. For this purpose, a control piston is longitudinally displaceably arranged in the control chamber, which controls the control chamber into a first
Teilsteuerraum und einen zweiten Teilsteuerraum unterteilt, wobei der erste Teil- steuerraum über eine Ablaufdrossel mit einem Niederdruckraum verbindbar ist und der erste mit dem zweiten Teilsteuerraum über eine Verbindungsdrossel stets hydraulisch verbunden sind. Am Steuerkolben ist eine Dichtfläche ausgebildet, die mit einem Dichtsitz zusammenwirkt, so dass bei Anlage der Dichtfläche auf dem Dichtsitz der zweite Teilsteuerraum von der Zulaufdrossel hydraulisch getrennt wird. Der Steuerkolben wird dabei nicht von weiteren Aktoren oder sonstigen Steuereinrichtungen bewegt, sondern dessen Bewegung erfolgt ausschließlich über die auf ihn wirkenden hydraulischen Kräfte. Der Aufbau ist entsprechend einfach und kostengünstig zu realisieren. Sub-control room and a second sub-control room, the first part being Control space via an outlet throttle with a low-pressure chamber is connected and the first with the second part of the control room via a connecting throttle are always connected hydraulically. On the control piston, a sealing surface is formed, which cooperates with a sealing seat, so that when the sealing surface on the sealing seat of the second part control chamber is hydraulically separated from the inlet throttle. The control piston is not moved by other actuators or other control devices, but its movement takes place exclusively on the hydraulic forces acting on it. The structure is correspondingly simple and inexpensive to implement.
Durch das Verschließen der Zulaufdrossel fließt während eines Großteils der Öffnungsphase des Kraftstoffeinspritzventils kein Kraftstoff in den Steuerraum, der von dort ohne weiteren Nutzen für das Kraftstoffeinspritzsystem weiter in den Niederdruckraum entspannt wird. Dies erhöht die Effizienz des Kraftstoffeinspritz- Systems und erniedrigt so den Kraftstoffverbrauch eines mit einem solchen Kraftstoffeinspritzsystem ausgestatteten Kraftfahrzeugs. By closing the inlet throttle flows during most of the opening phase of the fuel injection valve no fuel into the control chamber, which is relaxed from there without further benefits for the fuel injection system in the low-pressure space. This increases the efficiency of the fuel injection system and thus lowers the fuel consumption of a motor vehicle equipped with such a fuel injection system.
In einer ersten vorteilhaften Ausgestaltung der Erfindung ist die Verbindungsdrossel in einem Ventilstück ausgebildet, in dem der Steuerkolben geführt ist. Dies er- laubt eine große Variabilität in der Anordnung von Steuerkolben und Ventilstück und senkt gegenüber einer Führung direkt im Gehäuse des Kraftstoffe inspritzven- tils die Herstellungskosten. Darüber hinaus lässt sich die Verbindungsdrossel in vorteilhafter Weise im Ventilstück ausbilden. Alternativ lässt sich die Verbindungsdrossel auch im Steuerkolben selbst ausbilden. In a first advantageous embodiment of the invention, the connecting throttle is formed in a valve piece, in which the control piston is guided. This allows great variability in the arrangement of the control piston and valve piece and, compared to a guide directly in the housing of the fuel injection valve, reduces the production costs. In addition, the connecting throttle can be advantageously formed in the valve piece. Alternatively, the connection throttle can also be formed in the control piston itself.
In einer weiteren vorteilhaften Ausgestaltung der Erfindung ist in der Außenfläche des Steuerkolbens eine Ringnut ausgebildet, in die die Zulaufdrossel mündet. Die Ringnut wird bei Anlage der Dichtfläche auf dem Dichtsitz vom zweiten Teilsteuerraum getrennt. Da die Ringnut in beide Längsbewegungsrichtungen des Steu- erkolbens die gleiche hydraulisch wirksame Fläche aufweist, ergibt sich so keine in Längsrichtung auf den Steuerkolben wirkende hydraulische Kraft durch den Kraftstoff in der Ringnut, die kompensiert werden müsste. In a further advantageous embodiment of the invention, an annular groove is formed in the outer surface of the control piston into which the inlet throttle opens. The annular groove is separated when the sealing surface on the sealing seat from the second part control room. Since the annular groove has the same hydraulically effective area in both longitudinal movement directions of the control piston, there is no hydraulic force acting on the control piston in the longitudinal direction through the fuel in the annular groove, which would have to be compensated.
In einer weiteren vorteilhaften Ausgestaltung wird der Steuerkolben durch ein Fe- derelement vom Dichtsitz weg mit einer Öffnungskraft beaufschlagt. Die Kraft desIn a further advantageous embodiment, the control piston is acted upon by a spring element away from the sealing seat with an opening force. The power of
Federelements dient dabei dazu, den Steuerkolben in eine definierte Ausgangs- läge zu bringen, um eine eindeutige Funktion zu gewährleisten. Das Federelement kann dabei in vorteilhafter Weise im zweiten Teilsteuerraum angeordnet werden, so dass der erste Teilsteuerraum sehr klein gehalten werden kann, was ein schnelles Schalten des Kraftstoffe insp ritz ventil ermöglicht. Spring element serves to the control piston in a defined output to bring about a clear function. The spring element can be arranged in an advantageous manner in the second part of the control room, so that the first part control room can be kept very small, which allows rapid switching of the fuel insp scritz valve.
Weitere Vorteile und vorteilhafte Ausgestaltungen der Erfindung sind der Beschreibung und der Zeichnung entnehmbar. Further advantages and advantageous embodiments of the invention are the description and the drawings can be removed.
Zeichnung drawing
In der Zeichnung sind mehrere Ausführungsbeispiele der Erfindung dargestellt. Es zeigt In the drawing, several embodiments of the invention are shown. It shows
Fig. 1 ein erfindungsgemäßes Kraftstoffe insp ritz ventil im Längsschnitt, Fig. 2 eine Ausschnittsvergrößerung von Fig. 1 im Bereich Steuerraums und Fig. 3, 4, 5 und 6 in der gleichen Darstellung wie Fig. 2 weitere Ausführungsbeispiele der Erfindung.  1 shows an inventive fuel insp scritz valve in longitudinal section, Fig. 2 shows an enlarged detail of Fig. 1 in the control room and Fig. 3, 4, 5 and 6 in the same representation as Fig. 2 further embodiments of the invention.
Beschreibung der Ausführungsbeispiele In Fig. 1 ist ein erfindungsgemäßes Kraftstoffe insp ritz ventil im Längsschnitt schematisch dargestellt. Das Kraftstoffe insp ritz ventil weist ein Gehäuse 1 auf, das einen Haltekörper 3 und einen Düsenkörper 4 umfasst, die mittels einer Spannmutter 5 gegeneinander verspannt sind. Im Haltekörper 3 und im Düsenkörper 4 ist ein Druckraum 7 ausgebildet, der über einen Hochdruckanschluss 32 mit Kraftstoff unter hohem Druck befüllbar ist. Im Druckraum 7 ist eine Düsennadel 8 längsverschiebbar angeordnet, die an ihrem in Einbaulage einer Brennkraftmaschine zugewandten Ende eine Ventildichtfläche 11 aufweist, mit der die Düsennadel 8 mit einem Düsensitz 10 zusammenwirkt und dadurch die Verbindung von mehreren Einspritzöffnungen 12, die im Düsenkörper 4 ausgebildet sind, mit dem Druckraum 7 steuert. Die Düsennadel 8 ist dabei im Bereich des Düsenkörpers 4 in einem Führungsabschnitt 16 geführt, wobei der Kraftstofffluss durch den Druckraum 7 am Führungsabschnitt 16 vorbei in Richtung der Einspritzöffnungen 12 durch einen oder mehrere Anschliffe am Führungsabschnitt 16 sicher gestellt ist. Im Düsenkörper 4 ist darüber hinaus eine die Düsennadel 8 umgebende Schließ- feder 9 angeordnet, die sich unter Druckvorspannung mit einem Ende gegen denDESCRIPTION OF THE EXEMPLARY EMBODIMENTS In FIG. 1, a fuel inspector valve according to the invention is shown schematically in longitudinal section. The fuel insp ritz valve has a housing 1, which comprises a holding body 3 and a nozzle body 4, which are braced against each other by means of a clamping nut 5. In the holding body 3 and in the nozzle body 4, a pressure chamber 7 is formed, which is filled via a high-pressure port 32 with fuel under high pressure. In the pressure chamber 7, a nozzle needle 8 is longitudinally displaceably arranged, which has a valve sealing surface 11 at its in installation position of an internal combustion engine facing end, with which the nozzle needle 8 cooperates with a nozzle seat 10 and thereby the connection of a plurality of injection openings 12 which are formed in the nozzle body 4, with the pressure chamber 7 controls. The nozzle needle 8 is guided in the region of the nozzle body 4 in a guide section 16, wherein the fuel flow is ensured by the pressure chamber 7 on the guide portion 16 over in the direction of the injection openings 12 by one or more polished sections on the guide section 16. In addition, a closing spring 9 which surrounds the nozzle needle 8 is arranged in the nozzle body 4, which is under pressure prestressing with one end against the
Haltekörper 3 und mit dem anderen Ende an einem an der Düsennadel 8 ausge- bildeten Absatz 14 abstützt und dadurch eine Schließkraft in Richtung des Ventilsitzes 10 auf die Düsennadel 8 ausübt. Holding body 3 and with the other end to a on the nozzle needle 8 ausge- formed paragraph 14 and thereby exerts a closing force in the direction of the valve seat 10 on the nozzle needle 8.
Am düsensitzabgewandten Ende ist im Druckraum 7 ein Ventilstück 20 angeord- net, das sich an einer Drosselplatte 24 abstützt, die das ventilsitzabgewandte Ende des Druckraums 7 bildet und die auch einstückig mit dem Ventilstück 20 ausgeführt sein kann. Die Drosselplatte 24 wird dabei durch eine Spannschraube 25 gegen einen Absatz im Haltekörper 3 verspannt. Im Ventilstück 20 ist eine gestufte Bohrung 21, 22 ausgebildet, die eine im Durchmesser verringerte Führungs- bohrung 22 und einen im Durchmesser erweiterten Bohrungsabschnitt 21 um- fasst. Die Düsennadel 8 ragt mit ihrem düsensitzabgewandten Ende, an dem die Stirnseite 17 ausgebildet ist, in den erweiterten Bohrungsabschnitt 21 und wird dort radial geführt. Durch die Führungsbohrung 22, die Drosselplatte 24 und die ventilsitzabgewandte Stirnseite 17 der Düsennadel 8 wird ein Steuerraum 28 be- grenzt. Der Steuerraum 28 ist dabei durch eine im Ventilstück 20 ausgebildeteAt the end remote from the nozzle seat, a valve piece 20 is arranged in the pressure chamber 7, which is supported on a throttle plate 24, which forms the valve seat facing away from the end of the pressure chamber 7 and which can also be made in one piece with the valve member 20. The throttle plate 24 is clamped by a clamping screw 25 against a shoulder in the holding body 3. In the valve piece 20, a stepped bore 21, 22 is formed, which encloses a diameter-reduced guide bore 22 and an enlarged diameter bore portion 21. The nozzle needle 8 protrudes with its nozzle seat facing away from the end, on which the end face 17 is formed, in the extended bore portion 21 and is guided there radially. Through the guide bore 22, the throttle plate 24 and the valve seat facing away from end face 17 of the nozzle needle 8, a control chamber 28 is limited. The control chamber 28 is formed by a valve in the piece 20
Zulaufdrossel 30 mit dem Druckraum 7 verbunden und über eine Ablaufdrossel 31 mit einem Niederdruckraum 46, der mit einer in der Zeichnung nicht dargestellten Rücklaufleitung verbunden ist, so dass im Niederdruckraum 46 stets ein niedriger Druck herrscht. Inlet throttle 30 is connected to the pressure chamber 7 and via an outlet throttle 31 with a low-pressure chamber 46 which is connected to a return line, not shown in the drawing, so that there is always a low pressure in the low pressure chamber 46.
Zum Öffnen und Schließen der Ablaufdrossel 31 ist auf der dem Steuerraum 28 abgewandten Seite der Drosselplatte 24 ein Steuerventil 40 im Gehäuse 1 angeordnet. Das Steuerventil 40 umfasst einen Magnetanker 42, an dessen der Drosselplatte 24 zugewandten Ende eine Dichtkugel 43 angeordnet ist, mit der der Magnetanker 42 auf einem in der Drosselplatte 24 ausgebildeten Sitz aufliegt und dadurch die Ablaufdrossel 31 verschließt. Der Magnetanker 42 ist durch eine Feder 45 in Richtung der Drosselplatte 24 mit einer Schließkraft beaufschlagt und kann durch einen Elektromagneten 44 entgegen der Kraft der Feder 45 in eine Öffnungsstellung gezogen werden, so dass die Dichtkugel 43 die Ablaufdrossel 31 freigibt und Kraftstoff aus dem Steuerraum 28 in den Niederdruckraum 46 abströmen kann. To open and close the outlet throttle 31, a control valve 40 is arranged in the housing 1 on the side facing away from the control chamber 28 side of the throttle plate 24. The control valve 40 comprises a magnetic armature 42, on whose end facing the throttle plate 24, a sealing ball 43 is arranged, with which the armature 42 rests on a seat formed in the throttle plate 24 and thereby closes the outlet throttle 31. The armature 42 is acted upon by a spring 45 in the direction of the throttle plate 24 with a closing force and can be pulled by an electromagnet 44 against the force of the spring 45 in an open position, so that the sealing ball 43, the outlet throttle 31 releases and fuel from the control chamber 28th can flow into the low pressure chamber 46.
Fig. 2 zeigt den Bereich des Steuerraums 28 der Fig. 1 nochmals in vergrößerter Darstellung. Um den Kraftstofffluss in den Steuerraum 28 durch die Zulaufdrossel 30 zu begrenzen ist im Steuerraum 28 ein Steuerkolben 29 angeordnet. DerFig. 2 shows the area of the control chamber 28 of FIG. 1 again in an enlarged view. In order to limit the flow of fuel into the control chamber 28 through the inlet throttle 30, a control piston 29 is arranged in the control chamber 28. Of the
Steuerkolben 29 ist im Steuerraum 28 längsbeweglich und ist in der Führungs- bohrung 22 mit einem zylindrischen Abschnitt 129 geführt. Das der Düsennadel 8 zugewandte Ende des Steuerkolbens 29 ist erweitert und bildet an einer Außenfläche eine Dichtfläche 38, die mit einem am Ventilstück 20 ausgebildeten Dichtsitz 39 zusammenwirkt. Die Bewegung des Steuerkolbens 29 wird dabei in Rich- tung der Düsennadel 8 durch einen Anschlag 35 begrenzt. Durch den Steuerkolben 29 wird der Steuerraum 28 in einen ersten Teilsteuerraum 128 und einen zweiten Teilsteuerraum 228 unterteilt, wobei der erste Teilsteuerraum 128 zwischen der ersten Stirnfläche 36 des Steuerkolbens 29 und der Drosselplatte 24 ausgebildet ist und der zweite Teilsteuerraum 228 zwischen der zweiten Stirnflä- che 37 des Steuerkolbens 29 und der Stirnseite 17 der Düsennadel 8. Zur Verbindung der beiden Teilsteuerräume 128, 228 ist im Ventilstück 20 eine Verbindungsdrossel 34 vorgesehen, über die ein Druckausgleich zwischen den beiden Teilsteuerräumen 128, 228 stattfinden kann. Control piston 29 is longitudinally movable in the control chamber 28 and is in the control bore 22 guided with a cylindrical portion 129. The nozzle needle 8 facing the end of the control piston 29 is expanded and forms on an outer surface a sealing surface 38 which cooperates with a formed on the valve piece 20 sealing seat 39. The movement of the control piston 29 is limited in the direction of the nozzle needle 8 by a stop 35. The control piston 28 divides the control chamber 28 into a first partial control chamber 128 and a second partial control chamber 228, wherein the first partial control chamber 128 is formed between the first end surface 36 of the control piston 29 and the throttle plate 24 and the second partial control chamber 228 is formed between the second end surface 37 of the control piston 29 and the end face 17 of the nozzle needle 8. For connecting the two control sub-chambers 128, 228, a connecting throttle 34 is provided in the valve piece 20, via which a pressure equalization between the two sub-control chambers 128, 228 can take place.
Im ersten Teilsteuerraum 128 ist eine Schließfeder 33 angeordnet, die den Steuerkolben 29 in Richtung der Düsennadel 8 mit einer Öffnungskraft beaufschlagt und gegen den Anschlag 35 drückt. Zwischen dem zylindrischen Abschnitt 129 des Steuerkolbens 29 und der Dichtfläche 38 ist an der Außenseite des Steuerkolbens 29 eine Ringnut 49 ausgebildet, in die die Zulaufdrossel 30 mündet. Befindet sich der Steuerkolben 29 in seiner Öffnungsstellung, das heißt in Anlage am Anschlag 35, so ist der zweite Teilsteuerraum 228 über die Ringnut 49 hydraulisch mit der Zulaufdrossel 30 verbunden, wie in Fig. 2 dargestellt. In the first part control chamber 128, a closing spring 33 is arranged, which acts on the control piston 29 in the direction of the nozzle needle 8 with an opening force and presses against the stop 35. Between the cylindrical portion 129 of the control piston 29 and the sealing surface 38, an annular groove 49 is formed on the outer side of the control piston 29, into which the inlet throttle 30 opens. The control piston 29 is in its open position, that is in abutment against the stop 35, the second part control chamber 228 is hydraulically connected via the annular groove 49 with the inlet throttle 30, as shown in Fig. 2.
Die Funktion des beschriebenen Kraftstoffeinspritzventils ist wie folgt. Zu Beginn der Einspritzung ist das Steuerventil 40 stromlos, so dass der Magnetanker 42 angetrieben durch die Schließfeder 45 die Ablaufdrossel 31 verschließt. Wegen der Verbindung des ersten Teilsteuerraums 128 mit dem zweiten Teilsteuerraum 228 über die Verbindungsdrossel 34 herrscht im gesamten Steuerraum 28 der gleiche Hochdruck, da über die Zulaufdrossel 30 eine Verbindung zum Druckraum 7 besteht, in dem Kraftstoff unter hohem Druck ansteht. Wird der Elektromagnet des Steuerventils 40 bestromt, so hebt der Magnetanker 42 von der Drosselplatte 24 ab und gibt die Ablaufdrossel 31 frei, über die sogleich Kraftstoff aus dem ersten Teilsteuerraum 128 in den Niederdruckraum 46 abströmt. Der Druck im ersten Teilsteuerraum 128 nimmt daraufhin sehr schnell ab, was die hydraulischen Kräfte auf die ersten Stirnseite 36 des Steuerkolbens 29 vermindert, während im zweiten Teilsteuerraum 228 wegen der Drosselwirkung der Ver- bindungsdrossel 34 und dem nachströmenden Kraftstoff aus der Zulaufdrossel 30 der Druck noch deutlich höher ist. Die dadurch bedingte höhere hydraulische Kraft auf die zweite Stirnseite 37 des Steuerkolbens 29 drückt den Steuerkolben weg vom Anschlag 35 in Richtung der Drosselplatte 24, bis dessen Dichtfläche 38 am Dichtsitz 39 zur Anlage kommt und die Ringnut 49 vom zweiten Teilsteuerraum 228 trennt. Die Zulaufdrossel 30 ist jetzt abgedichtet und der hohe Kraftstoffdruck liegt nur noch inner halb der Ringnut 49 an, während im zweiten Teilsteuerraum 228 der Druck nunmehr weiter abfällt, was auch die Schließkraft auf die Stirnseite 17 der Düsennadel 8 mindert, bis diese - angetrieben durch die hydraulischen Kräfte im Druckraum 7 - vom Düsensitz 10 abhebt und Kraftstoff aus dem Druckraum 7 zu den Einspritzöffnungen 12 fließt und durch diese aus dem Kraftstoffe inspritz ventil austritt. The function of the described fuel injection valve is as follows. At the beginning of the injection, the control valve 40 is de-energized, so that the armature 42 driven by the closing spring 45, the outlet throttle 31 closes. Because of the connection of the first partial control chamber 128 with the second partial control chamber 228 via the connecting throttle 34, the same high pressure prevails in the entire control chamber 28, since there is a connection to the pressure chamber 7 via the inlet throttle 30, in which fuel is present under high pressure. If the electromagnet of the control valve 40 is energized, the armature 42 lifts off from the throttle plate 24 and releases the outlet throttle 31, via which fuel from the first partial control chamber 128 flows immediately into the low-pressure chamber 46. The pressure in the first sub-control chamber 128 then decreases very rapidly, which reduces the hydraulic forces on the first end face 36 of the control piston 29, while in the second sub-control chamber 228, due to the throttling action of the connecting throttle 34 and the inflowing fuel from the inlet throttle 30, the pressure is still significantly higher. The resulting higher hydraulic force on the second end face 37 of the control piston 29 pushes the control piston away from the stop 35 in the direction of the throttle plate 24 until its sealing surface 38 comes to rest on the sealing seat 39 and separates the annular groove 49 from the second partial control chamber 228. The inlet throttle 30 is now sealed and the high fuel pressure is only within half of the annular groove 49, while in the second part of the control chamber 228, the pressure now drops further, which also reduces the closing force on the end face 17 of the nozzle needle 8, until - driven by the hydraulic forces in the pressure chamber 7 - lifts off from the nozzle seat 10 and fuel flows from the pressure chamber 7 to the injection openings 12 and exits through this from the fuel injection valve.
Zur Beendigung der Einspritzung wird die Bestromung des Elektromagneten 40 beendet, so dass der Magnetanker 42 wieder zurück in seine Schließstellung fährt und die Ablaufdrossel 31 erneut verschließt. Angetrieben durch die Feder 33 hebt der Steuerkolben vom Dichtsitz 39 ab, was die Ringnut 49 wieder mit dem zweiten Teilsteuerraum 228 verbindet. Der Druck in beiden Teilsteuerräumen 128, 228 nimmt dann rasch zu und die Düsennadel 8 wird zurück in ihre Schließstellung am Düsensitz 10 gedrückt, was die Einspritzung beendet. Der Steuerkolben 29 bewegt sich soweit in Richtung der Düsennadel 8, bis er wieder am Anschlag 35 anliegt. To end the injection, the energization of the electromagnet 40 is stopped, so that the armature 42 moves back to its closed position and the outlet throttle 31 closes again. Driven by the spring 33, the control piston lifts off from the sealing seat 39, which again connects the annular groove 49 with the second partial control chamber 228. The pressure in both sub-control chambers 128, 228 then increases rapidly and the nozzle needle 8 is pushed back to its closed position on the nozzle seat 10, which ends the injection. The control piston 29 moves as far in the direction of the nozzle needle 8, until it abuts the stop 35 again.
Da die Zulaufdrossel 30 praktisch währen der gesamten Einspritzung durch den Steuerkolben 29 verschlossen bleibt, gelangt durch das Öffnen und Schließen der Ablaufdrossel 31 nur wenig Kraftstoff in den Niederdruckraum 46. Dies senkt den Bedarf an verdichtetem Kraftstoff, der sonst während der gesamten Einspritzung durch die Zulaufdrossel 31 in den Steuerraum 28 nachströmen würde. Darüber hinaus wird dadurch die Wärmebelastung des Steuerventils 40 gesenkt, da der auf hohen Druck verdichtete Kraftstoff beim Entspannen viel Wärmeenergie freisetzt, die abgeführt werden muss. Since the inlet throttle 30 remains closed practically during the entire injection by the control piston 29, passes through the opening and closing of the outlet throttle 31 little fuel in the low-pressure chamber 46. This reduces the need for compressed fuel, otherwise during the entire injection through the inlet throttle 31 would flow into the control room 28. In addition, the heat load of the control valve 40 is thereby lowered, since the fuel compressed to high pressure releases a lot of heat energy during expansion, which must be dissipated.
In Fig. 3 ist ein weiteres Ausführungsbeispiel gezeigt, wobei gleiche Teile mit den gleichen Bezugsziffern versehen sind. Dieses unterscheidet sich vom Ausführungsbeispiel der Fig. 2 nur dadurch, dass die Verbindungsdrossel 34 nicht im Ventilstück 20, sondern als Längsbohrung im Ventilkolben 29 ausgebildet ist, die sich in der Regel einfacher und kostengünstiger herstellen lässt eine gewinkelte oder schräge Bohrung im Ventilstück 20. In Fig. 3, another embodiment is shown, wherein like parts are provided with the same reference numerals. This differs from the embodiment of FIG. 2 only in that the connecting throttle 34 is not formed in the valve piece 20, but as a longitudinal bore in the valve piston 29, the As a rule, it is easier and cheaper to produce an angled or oblique bore in the valve piece 20.
Die Fig. 4 zeigt in der gleichen Darstellung wie die Fig. 2 und Fig. 3 ein weiteres Ausführungsbeispiel. Der Steuerkolben 29 ist hier mit einem weiteren Absatz am düsenseitigen Ende ausgestattet, zwischen dem und dem Ventilstück 20 die Schließfeder 33 angeordnet ist, die entsprechend im ersten Teilsteuerraum 128 entfällt. Diese Anordnung der Schließfeder 33 erlaubt es, den ersten Teilsteuerraum 128 sehr klein zu machen, wodurch der Druck bei geöffnetem Steuerventil sehr rasch abfällt und sich die Düsennadel 8 entsprechend schnell nach Aktivierung des Steuerventils 40 öffnet. FIG. 4 shows in the same representation as FIGS. 2 and 3 a further exemplary embodiment. The control piston 29 is here equipped with a further paragraph at the nozzle end, between which and the valve piece 20, the closing spring 33 is arranged, which is correspondingly omitted in the first part control chamber 128. This arrangement of the closing spring 33 makes it possible to make the first partial control chamber 128 very small, whereby the pressure drops very rapidly when the control valve is open and the nozzle needle 8 opens correspondingly quickly after activation of the control valve 40.
Ein weiteres Ausführungsbeispiel ist in Fig. 5 dargestellt. Der Steuerkolben 29 weist hier keine Ringnut 40 auf, sondern ist bis auf die Dichtfläche 38 zylindrisch ausgebildet. An der Dichtfläche 38 liegt die Schließfeder 33 mit ihrem der Düsennadel 8 zugewandten Ende an, während das andere Ende der Schließfeder an einem Absatz 41 des Ventilstücks 20 anliegt. Durch die Dichtfläche 38 und den Absatz 41 des Ventilstücks 20 wird so ein Zulaufraum 47 gebildet, in den die Zulaufdrossel 30 mündet und der die Schließfeder 33 aufnimmt. In dieser Anord- nung ist der Steuerkolben 29 relativ einfach ausgebildet und das Volumen desAnother embodiment is shown in FIG. The control piston 29 has no annular groove 40, but is cylindrical except for the sealing surface 38. At the sealing surface 38, the closing spring 33 is at its end facing the nozzle needle 8, while the other end of the closing spring rests against a shoulder 41 of the valve member 20. By the sealing surface 38 and the shoulder 41 of the valve member 20 so an inlet chamber 47 is formed, in which the inlet throttle 30 opens and receives the closing spring 33. In this arrangement, the control piston 29 is relatively simple and the volume of the
Zulaufraums wird durch die Schließfeder 33 weiter verringert, was für ein schnelles Schalten des Steuerkolbens 29 vorteilhaft ist. Zulaufraums is further reduced by the closing spring 33, which is advantageous for a quick switching of the control piston 29.
In der Fig. 6 ist ein weiteres Ausführungsbeispiel der Erfindung gezeigt, das sich vom Ausführungsbeispiel der Fig. 3 hauptsächlich durch den Wegfall der Schließfeder unterscheidet. Das Öffnen des Kraftstoffeinspritzventils ist identisch zu dem oben geschilderten Vorgang. Um trotzdem eine Kraft in Richtung der Düsennadel 8 auf den Steuerkolben 8 zu erhalten, wenn dieser in Anlage am Dichtsitz 39 ist, kann der Dichtsitz 39 radial etwas nach außen verlagert werden. Dadurch ist die in Längsrichtung wirkende, resultierende hydraulische Kraft auf den Steuerkolben6, a further embodiment of the invention is shown, which differs from the embodiment of FIG. 3 mainly by the omission of the closing spring. The opening of the fuel injection valve is identical to the above-described operation. In order nevertheless to obtain a force in the direction of the nozzle needle 8 on the control piston 8 when it is in contact with the sealing seat 39, the sealing seat 39 can be radially displaced slightly outwards. As a result, the longitudinal acting, resulting hydraulic force on the control piston
29 durch den Druck in der Ringnut 49 nicht mehr null, sondern es ergibt sich eine resultierende Kraft in Richtung der Düsennadel 8. Wird jetzt das Steuerventil 40 geschlossen, so reicht diese Kraft aus, den Steuerkolben 29 vom Dichtsitz 39 wegzudrücken und die Verbindung zwischen der Zulaufdrossel 30 und dem zwei- ten Teilsteuerraum 228 herzustellen. 29 is no longer zero by the pressure in the annular groove 49, but it results in a resultant force in the direction of the nozzle needle 8. Now, the control valve 40 is closed, this force is sufficient to push the control piston 29 from the sealing seat 39 and the connection between the Inlet restrictor 30 and the second partial control chamber 228 produce.

Claims

Ansprüche claims
1. Kraftstoffe inspritz ventil für Brennkraftmaschinen mit einem Gehäuse (1), in dem eine Düsennadel (8) vom Druck in einem Steuerraum (28) zumindest mittelbar mit einer Schließkraft in Richtung eines Ventilsitzes (10) beaufschlagt ist, wobei der Druck im Steuerraum (28) durch ein Steuerventil (40) einstellbar ist, indem der Steuerraum (28) mit einem Niederdruckraum (46) über eine Ablaufdrossel (31) verbindbar ist und der Steuerraum (28) über eine Zulaufdrossel (30) mit Kraftstoff unter hohem Druck befüllbar ist, 1. fuel injector valve for internal combustion engines with a housing (1) in which a nozzle needle (8) from the pressure in a control chamber (28) at least indirectly with a closing force in the direction of a valve seat (10) is acted upon, the pressure in the control room ( 28) by a control valve (40) is adjustable by the control chamber (28) with a low-pressure chamber (46) via an outlet throttle (31) is connectable and the control chamber (28) via an inlet throttle (30) can be filled with fuel at high pressure .
dadurch gekennzeichnet, dass  characterized in that
im Steuerraum (28) ein längsbeweglicher Steuerkolben (29) angeordnet ist, der den Steuerraum (28) in einen ersten Teilsteuerraum (128) und einen zweiten Teilsteuerraum (228) unterteilt, wobei der erste Teilsteuerraum (128) über die Ablaufdrossel (31) mit dem Niederdruckraum (46) verbindbar ist, und mit einer am Steuerkolben (29) ausgebildeten Dichtfläche (38), die mit einem Dichtsitz (39) im Steuerraum (28) zusammenwirkt, so dass bei Anlage der Dichtfläche (38) auf dem Dichtsitz (39) die Zulaufdrossel (30) vom zweiten Teilsteuerraum (228) hydraulisch getrennt wird, wobei der erste Teilsteuerraum (128) und der zweite Teilsteuerraum (228) über eine Drosselverbindung (34) stets miteinander hydraulisch verbunden sind.  in the control chamber (28) a longitudinally movable control piston (29) is arranged, which divides the control chamber (28) into a first partial control chamber (128) and a second partial control chamber (228), wherein the first partial control chamber (128) via the outlet throttle (31) the low-pressure space (46) is connectable, and with a control piston (29) formed sealing surface (38) which cooperates with a sealing seat (39) in the control chamber (28), so that upon contact of the sealing surface (38) on the sealing seat (39 ), the inlet throttle (30) from the second partial control chamber (228) is hydraulically separated, wherein the first partial control chamber (128) and the second partial control chamber (228) via a throttle connection (34) are always connected to each other hydraulically.
2. Kraftstoffe inspritz ventil nach Anspruch 1, dadurch gekennzeichnet, dass die Zulaufdrossel (30) in den zweiten Teilsteuerraum (228) mündet, wenn der Steuerkolben (28) vom Dichtsitz (39) abgehoben hat. 2. fuel injector valve according to claim 1, characterized in that the inlet throttle (30) in the second partial control chamber (228) opens when the control piston (28) has lifted from the sealing seat (39).
3. Kraftstoffe inspritz ventil nach Anspruch 1, dadurch gekennzeichnet, dass der Steuerraum (28) in einem Ventilstück (20) ausgebildet ist, in welchem der Steuerkolben (29) geführt ist. 3. fuel injection valve according to claim 1, characterized in that the control chamber (28) in a valve piece (20) is formed, in which the control piston (29) is guided.
4. Kraftstoffe inspritz ventil nach Anspruch 3, dadurch gekennzeichnet, dass die Drosselverbindung (34) im Ventilstück (20) ausgebildet ist. 4. fuel injection valve according to claim 3, characterized in that the throttle connection (34) in the valve piece (20) is formed.
5. Kraftstoffe inspritz ventil nach Anspruch 1, dadurch gekennzeichnet, dass die Drosselverbindung (34) im Steuerkolben (28) ausgebildet ist. 5. fuel injector valve according to claim 1, characterized in that the throttle connection (34) in the control piston (28) is formed.
6. Kraftstoffe inspritz ventil nach Anspruch 1, dadurch gekennzeichnet, dass der Steuerkolben (29) mit einer ersten Stirnfläche (36) den ersten Teilsteuerraum (118) und mit einer zweiten Stirnfläche (37) den zweiten Teilsteuerraum (228) begrenzt, wobei sich die beiden Stirnflächen (36; 37) einander gegenüber liegen. 6. fuel injector valve according to claim 1, characterized in that the control piston (29) with a first end face (36) the first part control space (118) and with a second end face (37) limits the second part control chamber (228), wherein the both end faces (36, 37) face each other.
7. Kraftstoffe inspritz ventil nach Anspruch 1, dadurch gekennzeichnet, dass an der Außenwand des Steuerkolbens (28) eine Ringnut (49) ausgebildet ist, in die die Zulaufdrossel (30) mündet. 7. fuel injector valve according to claim 1, characterized in that on the outer wall of the control piston (28) an annular groove (49) is formed, into which the inlet throttle (30) opens.
8. Kraftstoffe inspritz ventil nach Anspruch 7, dadurch gekennzeichnet, dass die Ringnut (49) bei Anlage der Dichtfläche (38) auf dem Dichtsitz (39) vom zweiten Teilsteuerraum (228) hydraulisch getrennt ist. 8. fuel injector valve according to claim 7, characterized in that the annular groove (49) when the sealing surface (38) on the sealing seat (39) from the second part control chamber (228) is hydraulically separated.
9. Kraftstoffe inspritz ventil nach Anspruch 1, dadurch gekennzeichnet, dass der Steuerkolben (28) von einem Federelement (33) in Richtung des zweiten Teilsteuerraums (228) mit einer Öffnungskraft beaufschlagt ist. 9. fuel injection valve according to claim 1, characterized in that the control piston (28) by a spring element (33) in the direction of the second partial control chamber (228) is acted upon by an opening force.
10. Kraftstoffe inspritz ventil nach Anspruch 1, dadurch gekennzeichnet, dass das Federelement (33) im zweiten Teilsteuerraum (228) angeordnet ist. 10. fuel injection valve according to claim 1, characterized in that the spring element (33) in the second part control chamber (228) is arranged.
11. Kraftstoffe inspritz ventil nach Anspruch 9 oder 10, dadurch gekennzeichnet, dass der Steuerkolben (28) im Öffnungszustand durch das Federelement (33) gegen einen ortsfesten Anschlag (35) gedrückt wird. 11. fuel injection valve according to claim 9 or 10, characterized in that the control piston (28) is pressed in the open state by the spring element (33) against a stationary stop (35).
EP13723131.2A 2012-06-29 2013-05-15 Fuel injection valve for internal combustion engines Active EP2867517B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102012211239 2012-06-29
DE102012220025.8A DE102012220025A1 (en) 2012-06-29 2012-11-02 Fuel injection valve for internal combustion engines
PCT/EP2013/060078 WO2014000957A1 (en) 2012-06-29 2013-05-15 Fuel injection valve for internal combustion engines

Publications (2)

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EP2867517A1 true EP2867517A1 (en) 2015-05-06
EP2867517B1 EP2867517B1 (en) 2016-07-13

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US (1) US9777684B2 (en)
EP (1) EP2867517B1 (en)
DE (1) DE102012220025A1 (en)
WO (1) WO2014000957A1 (en)

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US20150159607A1 (en) 2015-06-11
WO2014000957A1 (en) 2014-01-03
DE102012220025A1 (en) 2014-01-02
US9777684B2 (en) 2017-10-03
EP2867517B1 (en) 2016-07-13

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