WO2002052144A1 - Force-compensated control valve on the control chamber of a fuel injector - Google Patents

Force-compensated control valve on the control chamber of a fuel injector Download PDF

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Publication number
WO2002052144A1
WO2002052144A1 PCT/DE2001/004689 DE0104689W WO02052144A1 WO 2002052144 A1 WO2002052144 A1 WO 2002052144A1 DE 0104689 W DE0104689 W DE 0104689W WO 02052144 A1 WO02052144 A1 WO 02052144A1
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WO
WIPO (PCT)
Prior art keywords
control
pressure
chamber
piston
control piston
Prior art date
Application number
PCT/DE2001/004689
Other languages
German (de)
French (fr)
Inventor
Friedrich Boecking
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 WO2002052144A1 publication Critical patent/WO2002052144A1/en

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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
    • F02M47/027—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
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F02M63/0017—Valves characterised by the valve actuating means electrical, e.g. using solenoid using electromagnetic operating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/007—Details not provided for in, or of interest apart from, the apparatus of the groups F02M63/0014 - F02M63/0059
    • F02M63/0073—Pressure balanced valves
    • 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
    • F02M63/0078—Valve member details, e.g. special shape, hollow or fuel passages in the valve member

Definitions

  • the release or the closing of a nozzle inlet to the injection nozzle is brought about by an electrically controllable control element that can be moved into a housing.
  • the movement of the control element is triggered by a control space provided above the control element in the housing.
  • the control chamber is on the one hand constantly connected to the high pressure source, for example a high pressure accumulation chamber (common rail) via an inlet throttle, so that there is always a sufficient fuel volume in the control chamber.
  • the control chamber can be relieved of pressure by means of a controllable control element, so that its pressure relief enables the control element to be retracted into it and the connection of the nozzle inlet of the injection nozzle to the inlet from the high-pressure collecting chamber (common rail) can be established.
  • a fuel injection device for internal combustion engines in which a fuel injection valve has a tappet which actuates an injection valve member and delimits a control chamber. This is constantly supplied with high fuel pressure via a throttle and can be relieved via a control valve and a drain channel.
  • the control valve has a valve member that is actuated by a piezo actuator in such a way that the valve member is moved toward the control chamber when the drain channel is opened. In the closed position, the valve member is acted upon by the pressure in the control chamber in the closing direction.
  • a fuel injection valve has become known. This has a valve member that opens inwards, counter to the fuel outlet direction, that includes a sealing surface that controls an injection opening.
  • a pressure chamber adjoins this upstream and is permanently connected to a high-pressure fuel source and is delimited by a pressure shoulder on the valve member. The pressure in the pressure chamber acts against a closing force in the opening direction.
  • a printing Surface which is used to actuate the valve member in the closing direction against applied opening forces. This pressure surface is exposed to a control pressure in a control pressure chamber which can be changed between a working pressure or a relief pressure, the opening forces on the valve member predominating at a relief pressure set there.
  • a compensating pressure surface acting on the valve member is also provided, which on the one hand delimits a hydraulic space which on the other hand is delimited by a first piston surface of a piston.
  • the piston has a second piston surface facing away from the first piston surface, which is acted upon by a reference pressure, preferably a constant pressure in the closing direction of the valve member.
  • the force level at which the control valve relieving the control chamber pressure can be operated can be drastically reduced.
  • This in turn allows very fast, extremely small and fast-switching solenoid valves to be used to relieve the pressure in a control room in a high-pressure injector. While previous control elements for relieving the pressure in the control room had to exert forces of the order of 1200 to 2000 N, when using the control valve designed according to the invention to relieve the control room, forces in the range of maximum 100 N are necessary, which can be applied by small, fast-switching solenoid valves ,
  • the force balance of the control piston can be achieved by arranging a compensation space above the control piston.
  • a pressure element serving as a magnet armature rests on the upper end face and penetrates the compensation space provided above the control piston.
  • the square of the diameter in the guide area of the control piston corresponds to the difference between the squares of the control piston diameter and the magnet armature pin diameter.
  • an outlet throttle can favorably branch off into the compact design of the control valve, which can be integrated as a bore in the control piston.
  • an elongated design of the control valve can also be realized above a pressure-relieved control chamber. If more installation space is available, the outlet throttle from the control piston can be integrated directly into the housing above the pressure-relieved control chamber, which has a favorable effect on the production costs.
  • Control valve in an elongated design In an elongated design.
  • FIG. 1 shows a control valve associated with a control chamber of a valve piston of an injector for injecting fuel into combustion chambers of an internal combustion engine in a compact design.
  • the housing of an injector for injecting fuel under high pressure into the combustion chambers of an internal combustion engine is divided along a parting line 2 into a first housing part 1 and a second housing part 23 abutting against it.
  • a control element 3 is accommodated in the first housing part 1.
  • the control element 3 as shown in FIG. 1 can in particular be designed as a fast-switching solenoid valve.
  • a magnet coil 5 is integrated in the first housing part 1, which surrounds a sleeve-like insert 4.
  • the sleeve-like insert 4 in turn encloses a spring element 6, and forms a stop surface for the enclosed spring element 6 through a peripheral edge. At the opposite end of the spring element 6, this rests on a plate-shaped magnet armature 7.
  • the magnet armature 7 can be moved in the vertical direction in the first housing part 1 within a cavity.
  • a pin with a first diameter 8 (di) is attached to the magnet armature 7 and protrudes beyond the joint 2 between the first housing part 1 and the second housing part 23.
  • a compensation chamber 10 is provided above a control valve 12.
  • the compensation chamber 10 is delimited on the one hand by a wall of the first housing part 1 and on the other hand from an end face of a control piston 14 of the control valve 12.
  • the peg of the magnet armature 7 projects into the compensation chamber 10 above the control piston 14, the peg being formed in a first diameter d ⁇ is.
  • the control piston 14 of the control valve 12 is, as shown in FIG. 1, traversed by a compensating bore 16, from which an outlet throttle 22 branches off as an inclined bore for reasons of space and space savings.
  • the compensation chamber 10 above the control piston 14 and a pressure-relieved control chamber 24 are connected to one another via the compensation bore 16.
  • the control piston 14 of the control valve 12 is surrounded approximately in the middle by an annular space 17, from which a leak oil bore 11 branches off at an opening 18.
  • the leakage oil bore 11 runs up to the parting line 2 through the second housing part 23 and in the first housing part 1 into the region of the cavity which surrounds the magnet armature 7 configured in the form of a plate.
  • a housing-side seat is formed in the second housing part 23, which can be closed by a seat diameter 32 formed on the control piston 14.
  • the seat diameter 32 is followed by a constriction point 19 on the control piston 14, in which the control piston 14 has a tapered diameter.
  • the outlet throttle 22 branching off from the compensating bore 16 opens within the constriction point 19.
  • the control piston 14 of the control valve 12 is guided in the second housing part 23 with a guide section 20 adjoining the constriction point 19.
  • the guide section 20 is designed in a third diameter 21 (d 3 ).
  • a force balance of the control piston 14 of the control valve 12 can be achieved by this diameter design, so that the control element 3 has the smallest actuating forces are to be made available, which allow an actuation, ie a pressure relief of the control chamber 24.
  • the pressure-relieved control chamber 24 is always acted upon by a fuel under high pressure via an inlet throttle 28 provided in the second housing part 23.
  • the inlet throttle 28 is provided between the pressure-releasable control chamber 24 and an inlet 30 from the high-pressure collecting chamber (common rail).
  • fuel under high pressure is also present at a valve chamber of the injector, not shown here.
  • the pressure-relieved control chamber 24 is delimited on the one hand by a wall of the second housing part 23 and by control chamber side walls 27 in the second housing part 23. Furthermore, an end face 25 of a valve piston 26 projects into the pressure-relieving control chamber 24, the vertical movement of which connects a nozzle chamber (not shown here) , which surrounds a nozzle needle of the injector and either releases or closes the inlet 30 from the high-pressure collecting chamber (common rail).
  • a hydraulic stroke stop 31 is formed, against which the end face 25 of the valve piston 26 strikes when the control chamber 24 is relieved of pressure by opening the control valve 12.
  • the high pressure present in the pressure-relieved control chamber 24 is also present in the compensating chamber 10 above the control piston 14, so that a force equilibrium is achieved by the design of the diameter in accordance with the above relationship Control piston 14 of the control valve 12 adjusts.
  • the actuating forces required to relieve pressure in the pressure-relieved control chamber 24 in the range between 1200 and 2000 N are reduced to a force of the order of approximately 100 N when the control valve 12 relieving the pressure-relieving control chamber 24 is configured.
  • the extremely compact design 33 of a control valve 12 which relieves the pressure-relieving control chamber 24 is made possible, on the one hand, by integrating a spring element 6 into a control element 3 and, on the other hand, by integrating the flow restrictor element 22 which controls the outflow of the control chamber volume in the pressure-relieving control chamber 24 into the control piston 14 of the control valve 12.
  • a control chamber of a valve piston of an injector for injecting fuel under high pressure in pressure-relieving control valve in an elongated design is shown in more detail in the illustration.
  • the embodiment variant which is shown in the illustration according to FIG. 2, differs from the embodiment variant shown in FIG. 1 in that the plate-shaped magnet armature 7 takes place by means of an element which penetrates the magnet coil 5 in a stamp-like manner, the plate surface of which in turn is acted upon by a spring element 6.
  • the spring element 6 according to the embodiment variant in FIG. 2 is not integrated into the magnet coil 5 of the control element 3. This results in a taller, elongated design 34 of the control valve 12 actuating a pressure-relieving control chamber 24.
  • the flow restrictor 22 which controls the flow limitation of the control valve 12 is not integrated as an oblique bore - a bore branching off from the compensating bore 16 of the control piston 14 is integrated in the control piston, but is designed to be fixed to the housing.
  • the outlet throttle 22 is rather above the hydraulic stroke stop 31, which is also formed here on the upper control space boundary wall within the second housing part 23.
  • the pressure-relieved control chamber 24 is acted upon by an inlet 30 from the high-pressure accumulation chamber (common rail) with a fuel volume under high pressure, an inlet throttle 28 being received between a lateral control chamber boundary wall 27 and the inlet 30 from the high-pressure accumulation chamber (common rail) is. Furthermore, a nozzle inlet 29 branches from the inlet 30 from the high-pressure accumulation chamber (common rail), from which a valve-side valve chamber, not shown here, is acted upon by a high-pressure fuel volume, which is caused by the valve piston element 26, which is not shown completely in the illustration in FIG. 2 can be released or locked.
  • control frame 24 which can be relieved of pressure by means of the control valve 12 is delimited by an end face 25 of the valve piston 26.
  • the pressure relief of the control chamber 24 by means of the control valve 12 causes a decrease in the pressure in the latter, as a result of which the valve piston 26 moves upwards in the direction of the hydraulic stroke stop 31 and the inlet 30 from the high-pressure collection chamber (common rail). connects to a nozzle space, not shown here, which encloses a nozzle needle movable in the injector housing.
  • no guide section 20 is formed on the control piston 14 below the end face facing the outlet throttle 22, but there is a cavity through which the fuel volume exiting through the outlet throttle 22 from the pressure-relieved control chamber 24 flows and via the Compensation bore 16 flows into the hydraulic compensation chamber 10.
  • the diameter ratios of the diameters 8 of the seat diameter 32 and of the Durcli knife 15 of the control piston 14 are identical to those according to the embodiment variant of the inventive solution according to FIG. 1.
  • control piston 14 of the control valve 12 is force-balanced according to the embodiment variant shown in FIG that only small actuation forces in the order of magnitude of approximately 100 N are likewise to be applied via the control element 3 in order to actuate the force-balanced control piston 14 of the control valve 12 above the outlet throttle 22.
  • the control chamber volume flowing out of the pressure-relieving control chamber 24 is limited by its dimensioning of the outlet throttle 22.
  • a control valve 12 is available to relieve the pressure of a pressure-releasable control chamber 24 in a fuel-injector injector, the control piston 14 of which is pressure-balanced. This enables the use of fast switching small solenoid valves, since only actuating forces of the order of 100 N have to be applied. Previous pressure relief devices in control rooms on high-pressure manifold injectors each required actuation forces in the order of magnitude between 1200 N and 2000 N.

Abstract

The invention relates to a device for injecting fuel into the combustion chambers of an internal combustion engine, comprising a valve piston (26) which is accommodated in an injector housing. Said valve piston can be moved by means of a control volume in the control chamber (24) which is relieved from pressure. The pressure-relievable control chamber (24) is continually impinged upon by high-pressure fuel via an inlet throttle (28) with an inlet (30) fed by a common rail. A control valve (12) is associated with the pressure-relievable control chamber (24). The control piston (14) thereof is force-compensated.

Description

Kraftausgeglichenes Steuerventil am Steuerraum eines KraftstoffinjektorsForce-balanced control valve on the control chamber of a fuel injector
Technisches GebietTechnical field
Bei Einspritzsystemen zur Einspritzung von Kraftstoff in die Brennräume direkt einspritzender Nerbrennungskraftmaschinen wird die Freigabe bzw. das Verschließen eines Dü- senzulaufes zur Einspritzdüse durch einen in ein Gehäuse bewegbares, elektrisch ansteuerbares Steuerelement herbeigeführt. Durch ein oberhalb des Steuerelementes im Gehäuse vorgesehenen Steuerraum wird die Bewegung des Steuerelementes ausgelöst. Der Steuerraum steht einerseits über eine Zulaufdrossel ständig mit der Hochdruckquelle, beispielsweise einem Hochdrucksammeiraum (Common Rail) in Verbindung, so daß stets ein aus- reichendes Kraftstoffvolumen im Steuerraum vorliegt. Der Steuerraum ist andererseits über ein ansteuerbares Absteuerelement druckentlastbar, so daß durch seine Druckentlastung ein Einfahren des Steuerelementes in diesen möglich und die Verbindung des Düsenzulaufs der Einspritzdüse mit dem Zulauf vom Hochdrucksammelraum (Common Rail) herstellbar ist.In injection systems for injecting fuel into the combustion chambers of directly injecting internal combustion engines, the release or the closing of a nozzle inlet to the injection nozzle is brought about by an electrically controllable control element that can be moved into a housing. The movement of the control element is triggered by a control space provided above the control element in the housing. The control chamber is on the one hand constantly connected to the high pressure source, for example a high pressure accumulation chamber (common rail) via an inlet throttle, so that there is always a sufficient fuel volume in the control chamber. The control chamber, on the other hand, can be relieved of pressure by means of a controllable control element, so that its pressure relief enables the control element to be retracted into it and the connection of the nozzle inlet of the injection nozzle to the inlet from the high-pressure collecting chamber (common rail) can be established.
Stand der TechnikState of the art
DE 196 24 001 AI bezieht sich auf eine Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen. Es wird eine Kraftstoffeinspritzvorrichtung für Brennkraftmaschinen vorgeschla- gen, bei dem ein Kraftstoffeinspritzventil einen von einem Einspritzventilglied betätigenden Stößel aufweist, der einen Steuerraum begrenzt. Dieser wird ständig über eine Drossel vom Kraftstoffhochdruck versorgt und kann über ein Steuerventil und einen Abflußkanal entlastet werden. Das Steuerventil weist dazu ein Ventilglied auf, daß von einem Pie- zosteller derart betätigt wird, daß das Ventilglied beim Öffnen des Abflußkanales zum Steuerraum hin bewegt wird. In Schließstellung wird das Ventilglied durch den Druck im Steuerraum in Schließrichtung beaufschlagt.DE 196 24 001 AI relates to a fuel injection device for internal combustion engines. A fuel injection device for internal combustion engines is proposed, in which a fuel injection valve has a tappet which actuates an injection valve member and delimits a control chamber. This is constantly supplied with high fuel pressure via a throttle and can be relieved via a control valve and a drain channel. For this purpose, the control valve has a valve member that is actuated by a piezo actuator in such a way that the valve member is moved toward the control chamber when the drain channel is opened. In the closed position, the valve member is acted upon by the pressure in the control chamber in the closing direction.
Aus DE 197 27 896 AI ist ein Kraftstoffeinspritzventil bekannt geworden. Dieses weist einen nach innen, entgegen der Kraftstoffaustrittsrichtung öffnendes Ventilglied auf, daß eine eine Einspritzöffnung steuernde Dichtfläche umfaßt. An diese schließt sich stromaufwärts ein Druckraum an, der ständig mit einer Kraftstoffhochdrackquelle verbunden ist und von einer Druckschulter am Ventilglied begrenzt ist. Diese ist durch den Druck im Druckraum entgegen einer Schließkraft in Öffiiungsrichtung beaufschlagt. Ferner ist eine Druck- fläche, die zur Betätigung des Ventilgliedes in Schließrichtung entgegen aufgebrachten Öffiiungskräften dient, vorgesehen. Diese Druckfläche ist einem zwischen einem Arbeitsdruck oder einem Entlastungsdruck veränderbaren Steuerdruck in einem Steuerdruckraum ausgesetzt, wobei bei einem dort eingestellten Entlastungsdruck die Öffhungskräfte am Ventilglied überwiegen. Es ist ferner ein auf das Ventilglied wirkende Ausgleichsdruckflä- che vorgesehen, die einen hydraulischen Raum einerseits begrenzt, der andererseits von einer ersten Kolbenfläche eines Kolbens begrenzt ist. Der Kolben hat eine der ersten Kolbenfläche abgewandte zweite Kolbenfläche, die von einem Referenzdruck, vorzugsweise einem konstanten Druck in Schließrichtung des Ventilgliedes beaufschlagt ist.From DE 197 27 896 AI a fuel injection valve has become known. This has a valve member that opens inwards, counter to the fuel outlet direction, that includes a sealing surface that controls an injection opening. A pressure chamber adjoins this upstream and is permanently connected to a high-pressure fuel source and is delimited by a pressure shoulder on the valve member. The pressure in the pressure chamber acts against a closing force in the opening direction. Furthermore, a printing Surface, which is used to actuate the valve member in the closing direction against applied opening forces. This pressure surface is exposed to a control pressure in a control pressure chamber which can be changed between a working pressure or a relief pressure, the opening forces on the valve member predominating at a relief pressure set there. A compensating pressure surface acting on the valve member is also provided, which on the one hand delimits a hydraulic space which on the other hand is delimited by a first piston surface of a piston. The piston has a second piston surface facing away from the first piston surface, which is acted upon by a reference pressure, preferably a constant pressure in the closing direction of the valve member.
Vorteile der ErfindungAdvantages of the invention
Mit dem erfindungsgemäß ausgeführten, einem Steuerraum eines Injektors zum Einspritzen von Kraftstoff zugeordneten Steuerventil läßt sich das Kraftniveau, auf welchem das den Steuerraumdruck entlastende Steuerventil betätigbar ist, drastisch absenken. Dadurch wiederum lassen sich zur Druckentlastung eines Steuerraums in einem Hochdruckinjektor sehr schnelle, extrem klein bauende und schnellschaltende Magnetventile einsetzen. Während bei bisherigen Ansteuerungselementen zur Druckentlastung des Steuerraumes Kräfte in der Größenordnung von 1200 bis 2000 N aufzubringen waren, sind beim Einsatz des erfindungsgemäß ausgebildeten Steuerventiles zur Entlastung des Steuerraumes Kräfte im Bereich von maximal 100 N notwendig, die von kleinen, schnell schaltenden Magnetventilen aufgebracht werden können.With the control valve of an injector for injecting fuel, designed according to the invention, the force level at which the control valve relieving the control chamber pressure can be operated can be drastically reduced. This in turn allows very fast, extremely small and fast-switching solenoid valves to be used to relieve the pressure in a control room in a high-pressure injector. While previous control elements for relieving the pressure in the control room had to exert forces of the order of 1200 to 2000 N, when using the control valve designed according to the invention to relieve the control room, forces in the range of maximum 100 N are necessary, which can be applied by small, fast-switching solenoid valves ,
Die Kraftausgeglichenheit des Steuerkolbens läßt sich durch Anordnen eines Ausgleichs- raumes oberhalb des Steuerkolbens erzielen. An der oberen Stirnfläche liegt ein als Magnetanker dienendes Druckelement an und durchsetzt dabei den oberhalb des Steuerkolbens vorgesehenen Ausgleichsraum. Das Quadrat des Durchmessers im Führungsbereich des Steuerkolbens entspricht der Differenz zwischen den Quadraten des Steuerkolbendurchmessers und des Magnetankerzapfendurchmessers. Dadurch wird die Kraftausgegli- chenheit des Steuerkolbens herbeigeführt, was geringste Stellkräfte bei der Betätigung des den Steuerraum druckentlastenden Steuerventiles zuläßt. Der Druckausgleich zwischen druckentlastbarem Steuerraum zur Bewegung eines Ventilkörpers innerhalb eines Kraftstoffinjektors und dem Ausgleichsraum erfolgt in einfacher Weise über eine sich durch den Steuerkolben erstreckende Ausgleichsbohrung.The force balance of the control piston can be achieved by arranging a compensation space above the control piston. A pressure element serving as a magnet armature rests on the upper end face and penetrates the compensation space provided above the control piston. The square of the diameter in the guide area of the control piston corresponds to the difference between the squares of the control piston diameter and the magnet armature pin diameter. As a result, the force balance of the control piston is achieved, which permits the smallest actuating forces when the control valve which relieves the pressure in the control chamber is actuated. The pressure compensation between the pressure-relieved control chamber for moving a valve body within a fuel injector and the compensation chamber takes place in a simple manner via a compensation bore extending through the control piston.
Von dieser kann in die kompakte Bauweise des Steuerventiles begünstigender Weise eine Ablaufdrossel abzweigen, die als Bohrung in den Steuerkolben integriert werden kann. Neben einer kompakt bauenden Form des erfindungsgemäß konfigurierten Steuerventiles läßt sich auch eine gestreckte Bauform des Steuerventiles oberhalb eines druckentlastbaren Steuerraumes realisieren. Steht mehr Bauraum zur Verfügung läßt sich die Ablaufdrossel aus dem Steuerkolben unmittelbar in das Gehäuse oberhalb des druckentlastbaren Steuerraumes integrieren, was die Fertigungskosten günstig beeinflußt.From this, an outlet throttle can favorably branch off into the compact design of the control valve, which can be integrated as a bore in the control piston. In addition to a compact design of the control valve configured according to the invention, an elongated design of the control valve can also be realized above a pressure-relieved control chamber. If more installation space is available, the outlet throttle from the control piston can be integrated directly into the housing above the pressure-relieved control chamber, which has a favorable effect on the production costs.
Zeichnungdrawing
Anhand der Zeichnung wird die Erfindung nachstehend detaillierter erläutert.The invention is explained in more detail below with the aid of the drawing.
Es zeigt:It shows:
Figur 1 Ein einem Steuerraum eines Ventilkolbens des Injektors zugeordnetesFigure 1 assigned to a control chamber of a valve piston of the injector
Steuerventil in kompakter Bauform.Control valve in a compact design.
Figur 2 ein einem Steuerraum eines Ventilkolben des Injektors zugeordnetes2 shows a control chamber of a valve piston of the injector
Steuerventil in gestreckter Bauform.Control valve in an elongated design.
Ausführungsvariantenvariants
Der Darstellung gemäß Figur 1 ist ein einen Steuerraum eines Ventilkolbens eines Injektors zum Einspritzen von Kraftstoff in Brennräume einer Verbrennungskraftmaschine zugeordnetes Steuerventil in kompakter Bauform entnehmbar.1 shows a control valve associated with a control chamber of a valve piston of an injector for injecting fuel into combustion chambers of an internal combustion engine in a compact design.
Das Gehäuse eines Injektors zum Einspritzen von unter hohem Druck stehenden Kraftstoff in die Brennräume einer Verbrennungskraftmaschine ist entlang einer Trennfuge 2 in ein erstes Gehäuseteil 1 und ein an diesem anliegendes zweites Gehäuseteil 23 geteilt. Im ersten Gehäuseteil 1 ist ein Steuerelement 3 aufgenommen. Das Steuerelement 3 gemäß der Darstellung in Figur 1 kann insbesondere als schnell schaltendes Magnetventil beschaffen sein. Dazu ist in das erste Gehäuseteil 1 eine Magnetspule 5 integriert, welche einen hülsenartigen Einsatz 4 umgibt. Der hülsenartige Einsatz 4 seinerseits umschließt ein Federelement 6, und bildet durch eine Umlaufkante eine Anschlagfläche für das umschlossene Federelment 6. Am gegenüberliegenden Ende des Federelementes 6 liegt diese auf einem tellerförmig ausgebildeten Magnetanker 7 an. Der Magnetanker 7 ist im ersten Gehäu- seteil 1 innerhalb eines Hohlraumes in vertikale Richtung bewegbar. Am Magnetanker 7 ist ein in einem ersten Durchmesser 8 (di) ausgeführter Zapfen angebracht, der über die Trennfuge 2 zwischen erstem Gehäuseteil 1 und zweitem Gehäuseteil 23 hinausragt. Im an der Trennfuge mit dem ersten Gehäuseteil 1 in Verbindung stehenden zweiten Gehäuseteil 23 ist oberhalb eines Steuerventiles 12 ein Ausgleichsraum 10 vorgesehen. Der Ausgleichsraum 10 ist einerseits durch eine Wandung des ersten Gehäuseteiles 1 begrenzt und andererseits von einer Stirnseite eines Steuerkolbens 14 des Steuerventiles 12. In den Ausgleichsraum 10 oberhalb des Steuerkolbens 14 ragt der Zapfen des Magnetankers 7 hinein, wobei der Zapfen in einem ersten Durchmesser dι ausgebildet ist. Der von einer Bohrung 13 im zweiten Gehäuseteil 23 umschlossene Steuerkolben 14 ist im zweiten Durchmesser 15 (d2) ausgeführt. Der Steuerkolben 14 des Steuerventiles 12 ist gemäß der Darstellung in Figur 1 von einer Ausgleichsbohrung 16 durchzogen, von der aus Gründen der Platz- und Bauraumersparnis eine Ablaufdrossel 22 als schrägliegende Bohrung abzweigt. Über die Ausgleichsbohrung 16 sind der Ausgleichsraum 10 oberhalb des Steuerkolbens 14 und ein druckentlastbarer Steuerraum 24 miteinander verbunden.The housing of an injector for injecting fuel under high pressure into the combustion chambers of an internal combustion engine is divided along a parting line 2 into a first housing part 1 and a second housing part 23 abutting against it. A control element 3 is accommodated in the first housing part 1. The control element 3 as shown in FIG. 1 can in particular be designed as a fast-switching solenoid valve. For this purpose, a magnet coil 5 is integrated in the first housing part 1, which surrounds a sleeve-like insert 4. The sleeve-like insert 4 in turn encloses a spring element 6, and forms a stop surface for the enclosed spring element 6 through a peripheral edge. At the opposite end of the spring element 6, this rests on a plate-shaped magnet armature 7. The magnet armature 7 can be moved in the vertical direction in the first housing part 1 within a cavity. A pin with a first diameter 8 (di) is attached to the magnet armature 7 and protrudes beyond the joint 2 between the first housing part 1 and the second housing part 23. In the second housing part 23, which is connected to the parting line with the first housing part 1, a compensation chamber 10 is provided above a control valve 12. The compensation chamber 10 is delimited on the one hand by a wall of the first housing part 1 and on the other hand from an end face of a control piston 14 of the control valve 12. The peg of the magnet armature 7 projects into the compensation chamber 10 above the control piston 14, the peg being formed in a first diameter dι is. The control piston 14, which is enclosed by a bore 13 in the second housing part 23, has a second diameter 15 (d 2 ). The control piston 14 of the control valve 12 is, as shown in FIG. 1, traversed by a compensating bore 16, from which an outlet throttle 22 branches off as an inclined bore for reasons of space and space savings. The compensation chamber 10 above the control piston 14 and a pressure-relieved control chamber 24 are connected to one another via the compensation bore 16.
Der Steuerkolben 14 des Steuerventiles 12 ist etwa mittig von einem Ringraum 17 umge- ben, von dem an einer Mündung 18 eine Leckölbohrung 11 abzweigt. Die Leckölbohrung 11 verläuft bis zur Trennfuge 2 durch das zweite Gehäuseteil 23 und im ersten Gehäuseteil 1 bis in den Bereich des Hohlraumes, welcher den tellerförmig konfigurierten Magnetanker 7 umgibt. Im unteren Bereich des den Steuerkolben 14 umschließenden Ringraumes 17 ist im zweiten Gehäuseteil 23 ein gehäuseseitiger Sitz ausgebildet, welcher durch einen am Steuerkolben 14 ausgebildeten Sitzdurchmesser 32 verschließbar ist. An den Sitzdurchmesser 32 schließt sich am Steuerkolben 14 eine Einschnürstelle 19 an, in der der Steuerkolben 14 eine Durchmesserverjüngung aufweist. Innerhalb der Einschnürstelle 19 mündet die von der Ausgleichsbohrung 16 abzweigende Ablaufdrossel 22.The control piston 14 of the control valve 12 is surrounded approximately in the middle by an annular space 17, from which a leak oil bore 11 branches off at an opening 18. The leakage oil bore 11 runs up to the parting line 2 through the second housing part 23 and in the first housing part 1 into the region of the cavity which surrounds the magnet armature 7 configured in the form of a plate. In the lower area of the annular space 17 surrounding the control piston 14, a housing-side seat is formed in the second housing part 23, which can be closed by a seat diameter 32 formed on the control piston 14. The seat diameter 32 is followed by a constriction point 19 on the control piston 14, in which the control piston 14 has a tapered diameter. The outlet throttle 22 branching off from the compensating bore 16 opens within the constriction point 19.
Mit einem sich an die Einschnürstelle 19 anschließenden Führungsabschnitt 20 ist der Steuerkolben 14 des Steuerventiles 12 im zweiten Gehäuseteil 23 geführt. Der Führungsabschnitt 20 ist in einem dritten Durchmesser 21 (d3) ausgeführt. Zur Erzielung der Kraftausgeglichenheit des Steuerkolbens 14 des Steuerventiles 12 muß die nachfolgend wiedergegebene Beziehung erfüllt sein:The control piston 14 of the control valve 12 is guided in the second housing part 23 with a guide section 20 adjoining the constriction point 19. The guide section 20 is designed in a third diameter 21 (d 3 ). To achieve the force balance of the control piston 14 of the control valve 12, the following relationship must be fulfilled:
2 _ d2 _ d
Da, bedingt durch die Ausgleichsbohrung 16, welche den Steuerkolben 14 durchzieht, im Ausgleichsraum 10 und im druckentlastbaren Steuerraum 24 der gleiche Druck herrscht, kann durch diese Durchmesserauslegung eine Kraftausgeglichenheit des Steuerkolbens 14 des Steuerventiles 12 erzielt werden, so daß durch das Steuerelement 3 geringste Stellkräfte zur Verfügung zu stellen sind, die eine Betätigung, d.h. eine Druckentlastung des Steuerraumes 24 zulassen. Der druckentlastbare Steuerraum 24 wird über eine im zweiten Gehäuseteil 23 vorgesehene Zulaufdrossel 28 stets mit unter hohem Druck stehendem Kraftstoff beaufschlagt. Die Zulaufdrossel 28 ist zwischen dem druckentlastbaren Steuerraum 24 und einem Zulauf 30 vom Hochdrucksammeiraum (Common Rail) vorgesehen. Über den Zulauf 30 vom Hoch- drucksämmelraum (Common Rail) steht ebenfalls unter Hochdruck stehender Kraftstoff an einem hier nicht dargestellten Ventilraum des Injektors an. Der druckentlastbare Steuerraum 24 wird einerseits durch eine Wandung des zweiten Gehäuseteiles 23 begrenzt sowie durch Steuerraumseitenwände 27 im zweiten Gehäuseteil 23. Ferner ragt in den druckent- lastbaren Steuerraum 24 eine Stirnfläche 25 eines Ventilkolbens 26 hinein, dessen Vertikalbewegung eine Verbindung zwischen einem hier nicht dargestellten Düsenraum, der eine Düsennadel des Injektors umgibt und den Zulauf 30 vom Hochdrucksammeiraum (Common Rail) entweder freigibt oder verschließt.Since, due to the compensating bore 16 which passes through the control piston 14, the same pressure prevails in the compensating chamber 10 and in the pressure-relieving control chamber 24, a force balance of the control piston 14 of the control valve 12 can be achieved by this diameter design, so that the control element 3 has the smallest actuating forces are to be made available, which allow an actuation, ie a pressure relief of the control chamber 24. The pressure-relieved control chamber 24 is always acted upon by a fuel under high pressure via an inlet throttle 28 provided in the second housing part 23. The inlet throttle 28 is provided between the pressure-releasable control chamber 24 and an inlet 30 from the high-pressure collecting chamber (common rail). Via the inlet 30 from the high-pressure collecting chamber (common rail), fuel under high pressure is also present at a valve chamber of the injector, not shown here. The pressure-relieved control chamber 24 is delimited on the one hand by a wall of the second housing part 23 and by control chamber side walls 27 in the second housing part 23. Furthermore, an end face 25 of a valve piston 26 projects into the pressure-relieving control chamber 24, the vertical movement of which connects a nozzle chamber (not shown here) , which surrounds a nozzle needle of the injector and either releases or closes the inlet 30 from the high-pressure collecting chamber (common rail).
An der oberen Begrenzungswandung des druckentlastbaren Steuerraumes 24 im zweiten Gehäuseteil 23 ist ein hydraulischer Hubanschlag 31 ausgebildet, an welchen bei maximaler Druckentlastung des Steuerraumes 24 durch Aufsteuerung des Steuerventiles 12 die Stirnfläche 25 des Ventilkolbens 26 anschlägt. Über die Ausgleichsbohrung 16, welche den Steuerkolben 14 des Steuerventiles 12 durchsetzt, steht der im druckentlastbaren Steuer- räum 24 anstehende Hochdruck auch im Ausgleichsraum 10 oberhalb des Steuerkolbens 14 an, so daß sich durch die Auslegung der Durchmesser gemäß der oben stehenden Beziehung eine Kraftausgeglichenheit am Steuerkolben 14 des Steuerventiles 12 einstellt. Waren bisher die Betätigungskräfte zur Druckentlastung des druckentlastbaren Steuerraumes 24 im Bereich zwischen 1200 und 2000 N notwendig, reduzieren sich diese bei einer Konfigu- ration des den druckentlastbaren Steuerraum 24 entlastenden Steuerventiles 12 auf Kräfte in der Größenordnung von ca. 100 N.On the upper boundary wall of the pressure-releasable control chamber 24 in the second housing part 23, a hydraulic stroke stop 31 is formed, against which the end face 25 of the valve piston 26 strikes when the control chamber 24 is relieved of pressure by opening the control valve 12. Via the compensating bore 16, which passes through the control piston 14 of the control valve 12, the high pressure present in the pressure-relieved control chamber 24 is also present in the compensating chamber 10 above the control piston 14, so that a force equilibrium is achieved by the design of the diameter in accordance with the above relationship Control piston 14 of the control valve 12 adjusts. Previously, the actuating forces required to relieve pressure in the pressure-relieved control chamber 24 in the range between 1200 and 2000 N are reduced to a force of the order of approximately 100 N when the control valve 12 relieving the pressure-relieving control chamber 24 is configured.
Die extrem kompakt bauende Form 33 eines den druckentlastbaren Steuerraum 24 entlastenden Steuerventiles 12 ist einerseits durch eine Integration eines Federelementes 6 in ein Steuerelement 3 ermöglicht und andererseits durch eine Integration des das Abströmen des Steuerraumvolumens im druckentlastbaren Steuerraum 24 kontrollierenden Ablaufdrosselelementes 22 in den Steuerkolben 14 des Steuerventils 12. Der Umstand, daß der mittels des Steuerelements 3 betätigbare Steuerkolben 14 des Steuerventiles 12 kraftausgeglichen ist, erlaubt ferner den Einsatz eines relativ klein bauenden Federelementes 6, da zur Betäti- gung des kraftausgeglichen gestalteten Steuerkolbens 14 des Steuerventiles 12 lediglich geringe Kräfte erforderlich sind. Aus der Darstellung gemäß Figur 2 geht ein einen Steuerraum eines Ventilkolbens eines Injektors zum Einspritzen von unter hohem Druck stehenden Kraftstoff druckentlastendes Steuerventil in gestreckter Bauform näher hervor.The extremely compact design 33 of a control valve 12 which relieves the pressure-relieving control chamber 24 is made possible, on the one hand, by integrating a spring element 6 into a control element 3 and, on the other hand, by integrating the flow restrictor element 22 which controls the outflow of the control chamber volume in the pressure-relieving control chamber 24 into the control piston 14 of the control valve 12. The fact that the control piston 14, which can be actuated by means of the control element 3, of the control valve 12 is force-balanced, also allows the use of a relatively small spring element 6, since only small forces are required to actuate the force-balanced control piston 14 of the control valve 12. A control chamber of a valve piston of an injector for injecting fuel under high pressure in pressure-relieving control valve in an elongated design is shown in more detail in the illustration.
Die Ausfuhrungsvariante, die in der Darstellung gemäß Figur 2 wiedergegeben ist, unterscheidet sich von der in Figur 1 wiedergegebenen Ausführungsvariante dadurch, daß der tellerförmig konfigurierte Magnetanker 7 mittels eines die Magnetspule 5 stempelartig durchsetzenden Elementes erfolgt, dessen Tellerfläche seinerseits über ein Federelement 6 beaufschlagt wird. Im Unterschied zur Darstellung gemäß Figur 1 ist das Federelement 6 gemäß der Ausfuhrungsvariante in Figur 2 nicht in die Magnetspule 5 des Steuerelementes 3 integriert. Dadurch ergibt sich eine höher bauende, gestreckte Bauform 34 des einen druckentlastbaren Steuerraum 24 betätigenden Steuerventiles 12.The embodiment variant, which is shown in the illustration according to FIG. 2, differs from the embodiment variant shown in FIG. 1 in that the plate-shaped magnet armature 7 takes place by means of an element which penetrates the magnet coil 5 in a stamp-like manner, the plate surface of which in turn is acted upon by a spring element 6. In contrast to the illustration according to FIG. 1, the spring element 6 according to the embodiment variant in FIG. 2 is not integrated into the magnet coil 5 of the control element 3. This results in a taller, elongated design 34 of the control valve 12 actuating a pressure-relieving control chamber 24.
Bei der Ausfuhrungsvariante des der Erfindung zugrundeliegenden Gedankens gemäß Fi- gur 2 ist ferner die die Durchflußbegrenzung des Steuerventiles 12 steuernde Ablaufdrossel 22 nicht als schräg verlaufende Bohrung - von der Ausgleichsbohrung 16 des Steuerkolbens 14 abzweigende Bohrung in den Steuerkolben integriert, sondern gehäusefest ausgeführt. Die Ablaufdrossel 22 liegt vielmehr oberhalb des hydraulischen Hubanschlages 31, der auch hier an der oberen Steuerraumbegrenzungswand innerhalb des zweiten Gehäuse- teils 23 ausgebildeten ist.In the embodiment variant of the idea on which the invention is based, as shown in FIG. 2, the flow restrictor 22 which controls the flow limitation of the control valve 12 is not integrated as an oblique bore - a bore branching off from the compensating bore 16 of the control piston 14 is integrated in the control piston, but is designed to be fixed to the housing. The outlet throttle 22 is rather above the hydraulic stroke stop 31, which is also formed here on the upper control space boundary wall within the second housing part 23.
Auch gemäß dieser Ausfuhrungsvariante wird der druckentlastbare Steuerraum 24 durch einen Zulauf 30 vom Hochdrucksammeiraum (Common Rail) mit einem unter hohem Druck stehenden Kraftstoffvolumen beaufschlagt, wobei zwischen einer seitlichen Steuer- raumbegrenzungswand 27 und dem Zulauf 30 vom Hochdrucksammeiraum (Common Rail) eine Zulaufdrossel 28 aufgenommen ist. Ferner zweigt vom Zulauf 30 vom Hoch- drucksammelraum (Common Rail) ein Düsenzulauf 29, ab über welchen ein hier nicht dargestellter gehäuseseitiger Ventilraum mit unter hohem Druck stehenden Kraftstoffvolumen beaufschlagt wird, der durch das hier gemäß der Darstellung in Figur 2 nicht vollständig wiedergegebene Ventilkolbenelement 26 freigebbar bzw. verschließbar ist.According to this embodiment variant, the pressure-relieved control chamber 24 is acted upon by an inlet 30 from the high-pressure accumulation chamber (common rail) with a fuel volume under high pressure, an inlet throttle 28 being received between a lateral control chamber boundary wall 27 and the inlet 30 from the high-pressure accumulation chamber (common rail) is. Furthermore, a nozzle inlet 29 branches from the inlet 30 from the high-pressure accumulation chamber (common rail), from which a valve-side valve chamber, not shown here, is acted upon by a high-pressure fuel volume, which is caused by the valve piston element 26, which is not shown completely in the illustration in FIG. 2 can be released or locked.
Neben der einen hydraulischen Hubanschlag 31 aufweisenden, im Gehäuse des Injektors im wesentlichen horizontal orientierten Wand sowie den im zweiten Gehäuseteil 23 vorgesehenen Steuerraumseitenwänden 27 ist der mittels des Steuerventiles 12 druckentlastbare Steuerram 24 von einer Stirnfläche 25 des Ventilkolbens 26 begrenzt. Die Druckentlastung des Steuerraumes 24 mittels des Steuerventiles 12 bewirkt eine Abnahme des Druckes in diesem, wodurch der Ventilkolben 26 nach oben in Richtung auf den hydraulischen Hubanschlag 31 hinzufährt und den Zulauf 30 vom Hochdrucksammeiraum (Common Rail) mit einem hier nicht dargestellten Düsenraum verbindet, der eine im Injektorgehäuse bewegbare Düsennadel umschließt.In addition to the wall which has a hydraulic stroke stop 31 and which is oriented essentially horizontally in the housing of the injector and the control chamber side walls 27 provided in the second housing part 23, the control frame 24 which can be relieved of pressure by means of the control valve 12 is delimited by an end face 25 of the valve piston 26. The pressure relief of the control chamber 24 by means of the control valve 12 causes a decrease in the pressure in the latter, as a result of which the valve piston 26 moves upwards in the direction of the hydraulic stroke stop 31 and the inlet 30 from the high-pressure collection chamber (common rail). connects to a nozzle space, not shown here, which encloses a nozzle needle movable in the injector housing.
Im Unterschied zur Ausführungsvariante der erfindungsgemäßen Lösung gemäß Figur 1 ist am Steuerkolben 14 unterhalb der der Ablaufdrossel 22 zuweisenden Stirnseite kein Führungsabschnitt 20 ausgebildet, sondern dort befindet sich ein Hohlraum über den das durch die Ablaufdrossel 22 aus dem druckentlastbaren Steuerraum 24 austretende Kraftstoffvolumen einströmt und über die Ausgleichsbohrung 16 in den hydraulischen Ausgleichsraum 10 einströmt. Die Durchmesserverhältnisse der Durchmesser 8 des Sitzdurchmessers 32 sowie des Durclimessers 15 des Steuerkolbens 14 sind identisch mit den gemäß der Aus- führungsvariante der erfindungsgemäßen Lösung nach Figur 1. Daher ist auch der Steuerkolben 14 des Steuerventiles 12 gemäß der in Figur 2 wiedergegebenen Ausfuhrungsvariante kraftausgeglichen, so daß über das Steuerelement 3 ebenfalls lediglich kleine Betätigungskräfte in der Größenordnung von ca. 100 N aufzubringen sind, um den kraftausgegli- chenen Steuerkolben 14 des Steuerventiles 12 oberhalb der Ablaufdrossel 22 zu betätigen. Über die Dimensionierung der Ablaufdrossel 22 wird das aus dem Druck entlastbaren Steuerraum 24 abströmende Steuerraumvolumen seiner Durchflußmenge begrenzt. Beim Aufsteuern des Steuerkolbens 14 des Steuerventiles 12 gelangt lediglich eine durch die Ablaufdrossel 22 begrenzte Durchflußmenge bei geöffnetem Steuerkolben 14 durch den diesen umgebenden Ringraum 17 in die dort mündende Leckölbohrung 11.In contrast to the embodiment variant of the solution according to the invention according to FIG. 1, no guide section 20 is formed on the control piston 14 below the end face facing the outlet throttle 22, but there is a cavity through which the fuel volume exiting through the outlet throttle 22 from the pressure-relieved control chamber 24 flows and via the Compensation bore 16 flows into the hydraulic compensation chamber 10. The diameter ratios of the diameters 8 of the seat diameter 32 and of the Durcli knife 15 of the control piston 14 are identical to those according to the embodiment variant of the inventive solution according to FIG. 1. Therefore, the control piston 14 of the control valve 12 is force-balanced according to the embodiment variant shown in FIG that only small actuation forces in the order of magnitude of approximately 100 N are likewise to be applied via the control element 3 in order to actuate the force-balanced control piston 14 of the control valve 12 above the outlet throttle 22. The control chamber volume flowing out of the pressure-relieving control chamber 24 is limited by its dimensioning of the outlet throttle 22. When the control piston 14 of the control valve 12 is opened, only a flow quantity limited by the outlet throttle 22 reaches the opened control piston 14 through the annular space 17 surrounding it and into the leakage oil bore 11 opening there.
Mit den Ausfuhrungsvarianten der erfindungsgemäß vorgeschlagenen Lösung nach den Figuren 1 und 2 steht zur Druckentlastung eines druckentlastbaren Steuerraumes 24 in einem Kraftstoff einspritzenden Injektor ein Steuerventil 12 zur Verfügung, dessen Steuer- kolben 14 druckausgeglichen ist. Das macht den Einsatz schnell schaltender kleiner Magnetventile möglich, da lediglich Stellkräfte in der Größenordnung von 100 N aufzubringen sind. Bisherige Druckentlastungsorgane von Steuerräumen an Hochdrucksammelraum- Injektoren benötigten zur Betätigung jeweils Betätigungskräfte in der Größenordnung zwischen 1200 N und 2000 N. With the embodiment variants of the solution proposed according to the invention according to FIGS. 1 and 2, a control valve 12 is available to relieve the pressure of a pressure-releasable control chamber 24 in a fuel-injector injector, the control piston 14 of which is pressure-balanced. This enables the use of fast switching small solenoid valves, since only actuating forces of the order of 100 N have to be applied. Previous pressure relief devices in control rooms on high-pressure manifold injectors each required actuation forces in the order of magnitude between 1200 N and 2000 N.

Claims

Patentansprüche claims
1. Vorrichtung zum Einspritzen von Kraftstoff in die Brennräume einer Verbrennungskraftmaschine mit einem Ventilkolben (26), der in einem Injektorgehäuse mittels eines in einem druckentlastbaren Steuerraum (24) aufgenommenen Steuervolumens bewegbar ist und der druckentlastbare Steuerraum (24) über eine Zulauf drossel (28) und einen Zulauf (30) eines Hochdrucksammeiraumes mit unter hohem Druck stehenden Kraftstoff beaufschlagt ist, dadurch gekennzeichnet, daß dem druckentlastbaren Steuerraum (24) ein Steuerventil (12) zugeordnet ist, dessen Steuerkolben (14) kraftausgeglichen ist.1. Device for injecting fuel into the combustion chambers of an internal combustion engine with a valve piston (26) which can be moved in an injector housing by means of a control volume accommodated in a pressure-relieved control chamber (24) and the pressure-relieved control chamber (24) via an inlet throttle (28) and an inlet (30) of a high-pressure collection chamber is pressurized with fuel under high pressure, characterized in that a control valve (12) is assigned to the pressure-relieved control chamber (24), the control piston (14) of which is force-balanced.
2. Vorrichtung gemäß Anspruch 1, dadurch gekennzeichnet, daß dem Steuerkolben (14) ein Ausgleichsraum (10) zugeordnet ist.2. Device according to claim 1, characterized in that the control piston (14) is assigned a compensation space (10).
3. Vorrichtung gemäß der Ansprüche 1 und 2, dadurch gekennzeichnet, daß der druk- kentlastbare Steuerraum (24) und der Ausgleichsraum (10) in Verbindung stehen.3. Device according to claims 1 and 2, characterized in that the pressure-releasable control chamber (24) and the compensation chamber (10) are connected.
4. Vorrichtung gemäß Anspruch 1, dadurch gekennzeichnet, daß der Steuerkolben (14) des Steuerventiles (12) von einer Ausgleichsbohrung (16) durchzogen ist.4. The device according to claim 1, characterized in that the control piston (14) of the control valve (12) is traversed by a compensating bore (16).
5. Vorrichtung gemäß Anspruch 4, dadurch gekennzeichnet, daß von der Ausgleichsbohrung (16) eine steuerkolbenseitige Ablaufdrossel (22) zur Durchflußbegrenzung eines Steuervolumens abzweigt.5. The device according to claim 4, characterized in that from the compensating bore (16) branches off a control piston-side outlet throttle (22) to limit the flow of a control volume.
6. Vorrichtung gemäß Anspruch 1, dadurch gekennzeichnet, daß dem druckentlastbaren Steuerraum (24) eine gehäuseseitig in einem zweiten Gehäuseteil (23) angeordnete Ablaufdrossel (22) zugeordnet ist.6. The device according to claim 1, characterized in that the pressure-releasable control chamber (24) is assigned a discharge throttle (22) arranged on the housing side in a second housing part (23).
7. Vorrichtung gemäß Anspruch 1, dadurch gekennzeichnet, daß der Steuerkolben (14) in einem zweiten Gehäuseteil (23) in einem Durchmesser (15) d2 und in einem Durchmesser (21) d ausgeführten Führungsabschnitt (20) geführt ist.7. The device according to claim 1, characterized in that the control piston (14) in a second housing part (23) in a diameter (15) d 2 and in a diameter (21) d executed guide section (20) is guided.
8. Vorrichtung gemäß Anspruch 1, dadurch gekennzeichnet, daß der Steuerkolben (14) in einem ersten Gehäuseteil (1) und in einem Durchmesser (15) d in einer Bohrung (13) geführt ist. 8. The device according to claim 1, characterized in that the control piston (14) in a first housing part (1) and in a diameter (15) d is guided in a bore (13).
9. Vorrichtung gemäß der Ansprüche 1 und 2, dadurch gekennzeichnet, daß das Quadrat des Sitzdurchmessers (32) d3 der Differenz der Quadrate zwischen den Durchmessern (15) d2 des Steuerkolbens (14) und dem Durchmesser (8) di eines den Ausgleichsraum (10) durchsetzenden Zapfens des Magnetankers (7) entspricht.9. Device according to claims 1 and 2, characterized in that the square of the seat diameter (32) d 3 of the difference of the squares between the diameters (15) d 2 of the control piston (14) and the diameter (8) di one of the compensation space (10) penetrating pin of the armature (7) corresponds.
10. Vorrichtung gemäß Anspruch 1, dadurch gekennzeichnet, daß der Steuerkolben (14) über ein elektromagnetisch ansteuerbaren Anker (7) betätigbar ist, dessen Zapfen in einer oberen Stirnseite des Steuerkolbens (14) anliegt und einen mit dem druckentlastbaren Steuerraum (24) hydraulisch verbundenen Ausgleichsraum (10) durchsetzt.10. The device according to claim 1, characterized in that the control piston (14) via an electromagnetically controllable armature (7) can be actuated, the pin of which rests in an upper end face of the control piston (14) and hydraulically connected to the pressure-relieved control chamber (24) Compensation room (10) penetrated.
11. Vorrichtung gemäß Anspruch 1, dadurch gekennzeichnet, daß der druckentlastbare Steuerraum (24) an seiner dem Steuerkolben (14) zugewandten Gehäusewand mit einem hydraulischen Hubanschlag (31) versehen ist. 11. The device according to claim 1, characterized in that the pressure-releasable control chamber (24) on its control piston (14) facing the housing wall is provided with a hydraulic stroke stop (31).
PCT/DE2001/004689 2000-12-27 2001-12-13 Force-compensated control valve on the control chamber of a fuel injector WO2002052144A1 (en)

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DE2000165220 DE10065220A1 (en) 2000-12-27 2000-12-27 Force-balanced control valve on the control chamber of a fuel injector
DE10065220.4 2000-12-27

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PCT/DE2001/004689 WO2002052144A1 (en) 2000-12-27 2001-12-13 Force-compensated control valve on the control chamber of a fuel injector

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WO2013098307A1 (en) * 2011-12-28 2013-07-04 Robert Bosch Gmbh Fuel injection valve for internal combustion engines
WO2015112525A1 (en) * 2014-01-21 2015-07-30 Cummins Inc. Two stage valve with conical seat for flow shut-off and spool knife edge for metering flow control

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DE10233574B4 (en) * 2002-07-24 2013-05-08 Robert Bosch Gmbh Valve for controlling fluids
DE102007025050B3 (en) * 2007-05-29 2008-10-16 L'orange Gmbh High-pressure injection injector for internal combustion engines with a kinkload-increasing control rod support over high-pressure fuel
DE102009046563A1 (en) * 2009-11-10 2011-05-12 Robert Bosch Gmbh fuel injector

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WO2007147667A1 (en) * 2006-06-23 2007-12-27 Robert Bosch Gmbh Fuel injection device for an internal combustion engine
WO2013098307A1 (en) * 2011-12-28 2013-07-04 Robert Bosch Gmbh Fuel injection valve for internal combustion engines
CN104081037A (en) * 2011-12-28 2014-10-01 罗伯特·博世有限公司 Fuel injection valve for internal combustion engines
WO2015112525A1 (en) * 2014-01-21 2015-07-30 Cummins Inc. Two stage valve with conical seat for flow shut-off and spool knife edge for metering flow control
US9267476B2 (en) 2014-01-21 2016-02-23 Cummins Inc. Two stage valve with conical seat for flow shut-off and spool knife edge for metering flow control
US9732715B2 (en) 2014-01-21 2017-08-15 Cummins Inc. Two stage valve with conical seat for flow shut-off and spool knife edge for metering flow control

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