EP1778968B1 - Device for the injection of fuel into the combustion chamber of an internal combustion engine - Google Patents

Device for the injection of fuel into the combustion chamber of an internal combustion engine Download PDF

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Publication number
EP1778968B1
EP1778968B1 EP05763058A EP05763058A EP1778968B1 EP 1778968 B1 EP1778968 B1 EP 1778968B1 EP 05763058 A EP05763058 A EP 05763058A EP 05763058 A EP05763058 A EP 05763058A EP 1778968 B1 EP1778968 B1 EP 1778968B1
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EP
European Patent Office
Prior art keywords
valve
control
control chamber
chamber
valve seat
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.)
Not-in-force
Application number
EP05763058A
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German (de)
French (fr)
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EP1778968A1 (en
Inventor
Jaroslaw Hlousek
Bernd KÖGLER
Joachim Lackner
Helmut Giessauf
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP1778968A1 publication Critical patent/EP1778968A1/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
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/04—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00 having valves, e.g. having a plurality of valves in series
    • F02M61/10—Other injectors with elongated valve bodies, i.e. of needle-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
    • 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
    • F02M61/166—Selection of particular materials
    • 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
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • 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
    • 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
    • F02M63/0057—Means for avoiding fuel contact with valve actuator, e.g. isolating actuators by using bellows or diaphragms

Definitions

  • the invention relates to a device for injecting fuel into the combustion chamber of an internal combustion engine with an injector nozzle and a longitudinally displaceable nozzle needle in the injector nozzle, which can be acted upon in the axial direction in order to control its opening and closing movement by the pressure prevailing in a fuel-filled control chamber.
  • the control chamber communicates with a supply line and a discharge and in at least one of the two lines, a solenoid control valve is turned on, in which an actuator against a valve seat compressible valve closure member is coupled and the actuator is separated by a bellows seal from the closing member and the valve seat ,
  • injectors devices are often used for Commonrailsysteme for injecting diesel fuel into the combustion chamber of diesel engines and are usually designed so that the opening and closing of the injection cross sections through a nozzle needle, which is guided with a shaft longitudinally displaceable in a nozzle body.
  • the control of the movement of the nozzle needle is carried out via a solenoid valve.
  • the nozzle needle is acted upon on both sides with the fuel pressure and by a pressure spring acting in the closing direction.
  • a control chamber is provided, in which fuel under pressure, the nozzle needle is acted upon in the closing direction and thus presses the nozzle needle on the needle seat or the valve seat.
  • the control valve which may be formed, for example, as a solenoid valve, releases a leading away from the control room derivative, so that the fuel pressure in the control chamber decreases, whereupon the nozzle needle against the force of the spring on the other side pending fuel pressure is lifted from its seat and thus releases the passage of fuel to the injection ports.
  • the opening speed of the nozzle needle is determined by the difference between the flow in the supply line to the control chamber and the flow in the derivative of the control chamber, both in the supply and in the discharge of a throttle is turned on, which determines the flow respectively.
  • both the supply line to the control chamber and the discharge from the control chamber in an upper surface of the control chamber defining intermediate plate is formed and thus arranged in close proximity to the solenoid control valve.
  • the use of heavy fuel oil creates a number of difficulties with conventional injectors. Heavy oils have a high viscosity, wherein heating to up to 150 ° C is necessary to lower the viscosity. This has the consequence that the injector is heated beyond the usual extent, which leads to problems, in particular in the region of the solenoid valve.
  • a training has become known in which the actuator is separated by a bellows seal from the closing member and the valve seat.
  • a bellows seal succeeds a structural separation of the valve into two separate areas, namely in a control area surrounded and traversed by heavy fuel oil and in an area that can be cooled and lubricated by engine oil, ie an oil that has a negligible amount of impurities and a lower temperature compared to heavy fuel oil.
  • the valve closing member and the valve seat are arranged, so that the area exposed to the impurities and the high temperatures of the heavy oil is reduced.
  • the remaining portion of the valve, in which in particular the actuator, the guide for the actuator and the piezoelectric actuator are does not come into contact with the heavy oil, so that the wear of these parts is reduced.
  • the present invention now aims to overcome the disadvantages associated with the use of heavy oil, also in the area of the valve closure member and the valve seat, and to make the injector as a whole suitable for operation with heavy oil.
  • the invention consists essentially in that the valve closure member is designed as a valve ball and can be pressed against a conical valve seat.
  • the valve closure member is designed as a valve ball and can be pressed against a conical valve seat.
  • Such a design ensures on the one hand that a tight closure of the valve is guaranteed even if the valve closing member or the valve seat are slightly damaged by the impurities present in heavy oil, and on the other hand, that at an inadmissibly high wear of the valve closure member replacement in the same simple way is possible.
  • the embodiment of the invention is to be described as particularly resistant to wear and it may in the event of wear or malfunction occurring the valve ball and, if necessary, the valve seat-bearing intermediate plate are exchanged in a simple manner without affecting other parts of the control valve.
  • the actuator in order to achieve improvements in the area of the actuator improvements in terms of suitability for use of heavy oil is advantageously formed the actuator as connected to the armature of the solenoid control valve pressure pin, whereby a reliable operation of the control valve is ensured.
  • the design is such that the bellows seal between an annular upper, the actuator surrounding bellows plate and a lower bellows plate is arranged, wherein the lower bellows plate with a valve ball bearing plate, in particular ball plate is connected, and the upper bellows plate on the valve body is attached, wherein the bellows seal may be formed as a metallic bellows.
  • the attachment of the bellows seal on the upper and on the lower bellows plate takes place here in a sealing manner, for example by welding or gluing.
  • the reliable separation of the two areas of the control valve causes the bellows seal due to their spring action also a reliable Andrückung between the actuator and the lower bellows plate.
  • this training is developed such that the control chamber is limited on its side facing the control valve by an intermediate plate, that the derivative of the control chamber is formed as an axial bore in the intermediate plate and that the intermediate plate at the control valve facing the mouth of the derivative Valve seat carries. It is thus provided an intermediate plate between the control chamber and the control valve, wherein in the intermediate plate both the derivative of the control chamber and the valve seats of the control valve is arranged so that a structurally simple structure is formed in which the intermediate plate is formed as a wear part, which in Case that the valve seat has signs of wear, can be replaced. In order to reduce wear, it is preferably provided that the valve ball and the intermediate plate comprising the valve seat are made of wear-resistant hard metal are formed.
  • valve seat having intermediate plate is formed of wear-resistant ceramic.
  • the arrangement of the derivative of the control chamber and the valve seat in the intermediate plate also allows an axially aligned arrangement of these two components, which are associated with fluidic advantages.
  • the training is in this case made such that the longitudinal axis of the derivative coincides with the longitudinal axis of the injector nozzle.
  • the invention is preferably further developed such that the supply line to the control chamber is guided over at least one bore of the nozzle needle.
  • the supply line to the control chamber is not arranged in the intermediate plate, as in the prior art, but via a bore of the nozzle needle, the observed when using heavy oil heat generation is kept away from the area of the magnetic control valve and moved into the region of the nozzle needle , which in any case is in contact with the heated heavy oil.
  • the bore of the nozzle needle, through which the supply line is guided to the control chamber is in this case via an inlet throttle with the nozzle front chamber in connection, resulting in a series of optimization possibilities for the control of the opening and closing movement of the nozzle needle.
  • the injector 1 comprises an injector body 2, a valve body 3, an intermediate plate 4 and an injector nozzle 5, which are held together by a nozzle lock nut 6.
  • the injector nozzle 5 comprises a nozzle needle 7, which is guided longitudinally displaceably in the nozzle body of the injector nozzle 5 and has a plurality of free surfaces through which the nozzle antechamber 8 Fuel can flow to the needle tip.
  • the fuel is injected via a plurality of injection openings 9 in the combustion chamber of the internal combustion engine.
  • the control sleeve 11, the upper end face of the nozzle needle 7 and the underside of the intermediate plate 4 define a control chamber 12.
  • the pressure prevailing in the control chamber 12 pressure is decisive for the control of the movement of the nozzle needle.
  • the fuel pressure on the one hand in the nozzle front chamber 8 is effective where it exerts a force in the opening direction of the nozzle needle 7 via the pressure shoulder of the nozzle needle 7.
  • it acts on the bore 14 and the inlet throttle 15 in the control chamber 12 and holds, supported by the force of the compression spring 10, the nozzle needle 7 in its closed position.
  • the magnet armature 17 of the solenoid valve is pressed in the closed position of the injector by the compression spring 22 down and presses on the pressure pin 21, the lower bellows plate 23 and the ball plate 24, the valve ball 25 in the conical seat 26 which is arranged in the intermediate plate 4.
  • the upper bellows plate 29 is mounted on a dial 30 close to the valve body 3.
  • the metallic bellows 28 is sealingly secured by welding or gluing to upper 29 and lower bellows plate 23 and seals on the one hand between the solenoid valve chamber 31 and drainage chamber 32, on the other hand causes a reliable pressing between the pressure pin 21 and lower bellows plate 23rd
  • the armature 17 Upon completion of the actuation of the electromagnet 16, the armature 17 is pressed by the force of the compression spring 22 down and the valve ball 25 closes on the conical seat 26, the drainage path of the fuel through the outlet throttle 20.
  • the fuel pressure is rebuilt in the control chamber 12 and generates a closing force which exceeds the hydraulic force on the pressure shoulder of the nozzle needle 7, reduced by the force of the compression spring 10.
  • the nozzle needle 7 thereby closes the way to the injection openings 9 and terminates the injection process.
  • the inlet throttle 15 is not in the intermediate plate 4 but is arranged in the nozzle needle 7. Together with the bore 14, it forms a constantly open connection between the nozzle front chamber 8 and the control chamber 12.
  • the advantage of the arrangement of inlet throttle 15 and outlet throttle 20 in different components lies in the easier adaptation to different requirements of engine concepts and more cost-effective replacement occurring wear on one of the two throttle bores.

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  • 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

In a device for the injection of fuel into the combustion chamber of an internal combustion engine, including an injector nozzle (5) and a nozzle needle (7) which is guided in a longitudinally displaceable manner within the injector nozzle (5) and, for the control of its opening and closing movements, is capable of being pressurized in the axial direction by the pressure prevailing in a control chamber (12) filled with fuel, wherein the control chamber (12) communicates with a supply line (14) and a discharge line (19), and a magnetic control valve (16) is arranged in at least one of the two lines, said magnetic control valve comprising a valve-closing member (25) coupled with an actuating member (21) and pressable against a valve seat (26), and said actuating member (21) being separated from the closing member (25) and the valve seat (26) by a bellows seal (28), the valve-closing member is configured as a valve ball and pressable against a conical valve seat (26).

Description

Die Erfindung betrifft eine Vorrichtung zum Einspritzen von Kraftstoff in den Brennraum einer Brennkraftmaschine mit einer Injektordüse und einer in der Injektordüse längsverschieblich geführten Düsennadel, welche zur Steuerung ihrer Öffnungs- und Schließbewegung von dem in einem mit Kraftstoff gefüllten Steuerraum herrschenden Druck in axialer Richtung beaufschlagbar ist, wobei der Steuerraum mit einer Zuleitung und einer Ableitung in Verbindung steht und in wenigstens einer der beiden Leitungen ein Magnetsteuerventil eingeschaltet ist, bei welchem mit einem Betätigungsglied ein gegen einen Ventilsitz pressbares Ventilschließglied gekuppelt ist und das Betätigungsglied durch eine Balgdichtung vom Schließglied und dem Ventilsitz getrennt ist.The invention relates to a device for injecting fuel into the combustion chamber of an internal combustion engine with an injector nozzle and a longitudinally displaceable nozzle needle in the injector nozzle, which can be acted upon in the axial direction in order to control its opening and closing movement by the pressure prevailing in a fuel-filled control chamber. wherein the control chamber communicates with a supply line and a discharge and in at least one of the two lines, a solenoid control valve is turned on, in which an actuator against a valve seat compressible valve closure member is coupled and the actuator is separated by a bellows seal from the closing member and the valve seat ,

Derartige auch als Injektoren bezeichnete Vorrichtungen werden häufig für Commonrailsysteme zum Einspritzen von Dieselkraftstoffen in den Brennraum von Dieselmotoren verwendet und sind üblicherweise so ausgebildet, dass das Öffnen und Schließen der Einspritzquerschnitte durch eine Düsennadel erfolgt, die mit einem Schaft längsverschieblich in einem Düsenkörper geführt ist. Die Steuerung der Bewegung der Düsennadel wird über ein Magnetventil vorgenommen. Die Düsennadel wird beidseitig mit dem Kraftstoffdruck und durch eine in Schließrichtung wirkende Druckfeder beaufschlagt. An der Düsennadelrückseite, d.h. der dem Düsennadelsitz abgewandten Seite der Düsennadel, ist ein Steuerraum vorgesehen, in welchem Kraftstoff unter Druck die Düsennadel in Schließrichtung beaufschlagt und damit die Düsennadel auf den Nadelsitz bzw. den Ventilsitz drückt.Such also referred to as injectors devices are often used for Commonrailsysteme for injecting diesel fuel into the combustion chamber of diesel engines and are usually designed so that the opening and closing of the injection cross sections through a nozzle needle, which is guided with a shaft longitudinally displaceable in a nozzle body. The control of the movement of the nozzle needle is carried out via a solenoid valve. The nozzle needle is acted upon on both sides with the fuel pressure and by a pressure spring acting in the closing direction. At the nozzle needle back, i. the jet needle seat side facing away from the nozzle needle, a control chamber is provided, in which fuel under pressure, the nozzle needle is acted upon in the closing direction and thus presses the nozzle needle on the needle seat or the valve seat.

Das Steuerventil, welches beispielsweise als Magnetventil ausgebildet sein kann, gibt eine vom Steuerraum wegführende Ableitung frei, sodass der Kraftstoffdruck im Steuerraum sinkt, worauf die Düsennadel entgegen der Kraft der Feder vom auf der anderen Seite anstehenden Kraftstoffdruck von ihrem Sitz abgehoben wird und auf diese Weise den Durchtritt von Kraftstoff zu den Einspritzöffnungen freigibt. Die Öffnungsgeschwindigkeit der Düsennadel wird durch den Unterschied zwischen dem Durchfluss in der Zuleitung zu dem Steuerraum und dem Durchfluss in der Ableitung aus dem Steuerraum bestimmt, wobei sowohl in der Zu- als auch in der Ableitung eine Drossel eingeschaltet ist, welche den Durchfluss jeweils bestimmt.The control valve, which may be formed, for example, as a solenoid valve, releases a leading away from the control room derivative, so that the fuel pressure in the control chamber decreases, whereupon the nozzle needle against the force of the spring on the other side pending fuel pressure is lifted from its seat and thus releases the passage of fuel to the injection ports. The opening speed of the nozzle needle is determined by the difference between the flow in the supply line to the control chamber and the flow in the derivative of the control chamber, both in the supply and in the discharge of a throttle is turned on, which determines the flow respectively.

Bei herkömmlichen Injektoren ist sowohl die Zuleitung zum Steuerraum als auch die Ableitung aus dem Steuerraum in einer die Oberseite des Steuerraums begrenzenden Zwischenplatte ausgebildet und somit in unmittelbarer Nähe zum Magnetsteuerventil angeordnet. Bei der Verwendung von Schweröl als Kraftstoff entsteht jedoch bei den herkömmlichen Injektoren eine Reihe von Schwierigkeiten. Schweröle haben eine hohe Viskosität, wobei zur Erniedrigung der Viskosität eine Aufheizung auf bis zu 150°C notwendig ist. Dies hat zur Folge, dass der Injektor über das übliche Ausmaß hinaus aufgewärmt wird, was insbesondere im Bereich des Magnetventils zu Problemen führt. Insbesondere aufgrund der Anordnung der Zuleitung zum Steuerraum und der Ableitung aus dem Steuerraum in unmittelbarer Nähe zum Magnetventil und aufgrund der Umspülung großer Bereiche des Magnetventils, insbesondere des Ventilsitzes, des Ventilschließglieds, des Betätigungsglieds und dessen Führung, kommt es zu einer hohen Aufheizung und damit zur Gefährdung oder sogar Zerstörung dieser Bauelemente. Die dem Schweröl anhaftende Kraftstoffverunreinigungen würden überdies nach kurzer Zeit zu einem übermäßigen Verschleiß der Bauteile des Magnetventils führen.In conventional injectors, both the supply line to the control chamber and the discharge from the control chamber in an upper surface of the control chamber defining intermediate plate is formed and thus arranged in close proximity to the solenoid control valve. However, the use of heavy fuel oil creates a number of difficulties with conventional injectors. Heavy oils have a high viscosity, wherein heating to up to 150 ° C is necessary to lower the viscosity. This has the consequence that the injector is heated beyond the usual extent, which leads to problems, in particular in the region of the solenoid valve. In particular, due to the arrangement of the supply line to the control room and the discharge from the control room in the immediate vicinity of the solenoid valve and due to the flushing large areas of the solenoid valve, in particular the valve seat, the valve closure member, the actuator and its leadership, there is a high heating and thus to Endangerment or even destruction of these components. Moreover, the fuel impurities adhering to the heavy oil would, after a short time, lead to excessive wear of the components of the solenoid valve.

Um das Schweröl zumindest von Teilen eines Piezoaktors fernzuhalten, ist aus der DE 10026642 A1 eine Ausbildung bekannt geworden, bei welcher das Betätigungsglied durch eine Balgdichtung vom Schließglied und dem Ventilsitz getrennt ist. Durch die Anordnung einer Balgdichtung gelingt eine bauliche Trennung des Ventils in zwei getrennte Bereiche, nämlich in einen Steuerbereich, der von Schweröl umgeben und durchflossen wird, und in einen Bereich, der vom Motoröl gekühlt und geschmiert werden kann, d.h. einem Öl, welches gegenüber Schweröl einen nur unwesentlichen Anteil an Verunreinigungen und eine geringere Temperatur aufweist. In dem von Schweröl umgebenen Steuerbereich ist lediglich das Ventilschließglied und der Ventilsitz angeordnet, sodass der den Verunreinigungen und den hohen Temperaturen des Schweröls ausgesetzte Bereich reduziert wird. Der verbleibende Bereich des Ventils, in welchem sich insbesondere das Betätigungsglied, die Führung für das Betätigungsglied und der Piezoaktor befinden, kommt mit dem Schweröl nicht in Kontakt, sodass die Abnützung dieser Teile reduziert wird.To keep away the heavy oil at least from parts of a piezoelectric actuator, is from the DE 10026642 A1 a training has become known in which the actuator is separated by a bellows seal from the closing member and the valve seat. By arranging a bellows seal succeeds a structural separation of the valve into two separate areas, namely in a control area surrounded and traversed by heavy fuel oil and in an area that can be cooled and lubricated by engine oil, ie an oil that has a negligible amount of impurities and a lower temperature compared to heavy fuel oil. In the control area surrounded by heavy oil, only the valve closing member and the valve seat are arranged, so that the area exposed to the impurities and the high temperatures of the heavy oil is reduced. The remaining portion of the valve, in which in particular the actuator, the guide for the actuator and the piezoelectric actuator are, does not come into contact with the heavy oil, so that the wear of these parts is reduced.

Die vorliegende Erfindung zielt nun darauf ab, die mit der Verwendung von Schweröl verbundenen Nachteile auch im Bereich des Ventilschließglieds und des Ventilsitzes zu überwinden und den Injektor insgesamt für den Betrieb mit Schweröl geeignet zu machen.The present invention now aims to overcome the disadvantages associated with the use of heavy oil, also in the area of the valve closure member and the valve seat, and to make the injector as a whole suitable for operation with heavy oil.

Zur Lösung dieser Aufgabe besteht die Erfindung im Wesentlichen darin, dass das Ventilschließglied als Ventilkugel ausgebildet ist und gegen einen kegeligen Ventilsitz pressbar ist. Eine derartige Ausbildung stellt einerseits sicher, dass ein dichter Abschluss des Ventils auch dann gewährleistet ist, wenn das Ventilschließglied bzw. der Ventilsitz durch die im Schweröl vorhandenen Verunreinigungen leicht beschädigt sind, und andererseits, dass bei einer unzulässig hohen Abnützung des Ventilschließglieds ein Austausch desselben in einfacher Weise möglich ist. Die erfindungsgemäße Ausbildung ist als besonders verschleißresistent zu bezeichnen und es kann im Falle eines dennoch auftretenden Verschleißes oder einer Funktionsstörung die Ventilkugel und erforderlichenfalls die den Ventilsitz tragende Zwischenplatte in einfacher Art und Weise ausgetauscht werden, ohne dass andere Teile des Steuerventils betroffen wären.To achieve this object, the invention consists essentially in that the valve closure member is designed as a valve ball and can be pressed against a conical valve seat. Such a design ensures on the one hand that a tight closure of the valve is guaranteed even if the valve closing member or the valve seat are slightly damaged by the impurities present in heavy oil, and on the other hand, that at an inadmissibly high wear of the valve closure member replacement in the same simple way is possible. The embodiment of the invention is to be described as particularly resistant to wear and it may in the event of wear or malfunction occurring the valve ball and, if necessary, the valve seat-bearing intermediate plate are exchanged in a simple manner without affecting other parts of the control valve.

Um auch im Bereich des Betätigungsgliedes Verbesserungen hinsichtlich der Eignung zur Verwendung von Schweröl zu erzielen ist mit Vorteil das Betätigungsglied als mit dem Magnetanker des Magnetsteuerventils verbundener Druckbolzen ausgebildet, wodurch eine zuverlässige Funktionsweise des Steuerventils gewährleistet ist. Mit Vorteil ist die Ausbildung derart getroffen, dass die Balgdichtung zwischen einer ringförmigen oberen, das Betätigungsglied umgebenden Balgplatte und einer unteren Balgplatte angeordnet ist, wobei die untere Balgplatte mit einer die Ventilkugel tragenden Platte, insbesondere Kugelplatte, verbunden ist und die obere Balgplatte an dem Ventilkörper befestigt ist, wobei die Balgdichtung als metallischer Federbalg ausgebildet sein kann. Die Anbringung der Balgdichtung an der oberen und an der unteren Balgplatte erfolgt hierbei in dichtender Weise, beispielsweise durch Verschweißen oder Verkleben. Neben der zuverlässigen Trennung der beiden Bereiche des Steuerventils bewirkt die Balgdichtung auf Grund ihrer Federwirkung außerdem eine zuverlässige Andrückung zwischen dem Betätigungsglied und der der unteren Balgplatte.In order to achieve improvements in the area of the actuator improvements in terms of suitability for use of heavy oil is advantageously formed the actuator as connected to the armature of the solenoid control valve pressure pin, whereby a reliable operation of the control valve is ensured. Advantageously, the design is such that the bellows seal between an annular upper, the actuator surrounding bellows plate and a lower bellows plate is arranged, wherein the lower bellows plate with a valve ball bearing plate, in particular ball plate is connected, and the upper bellows plate on the valve body is attached, wherein the bellows seal may be formed as a metallic bellows. The attachment of the bellows seal on the upper and on the lower bellows plate takes place here in a sealing manner, for example by welding or gluing. In addition to the reliable separation of the two areas of the control valve causes the bellows seal due to their spring action also a reliable Andrückung between the actuator and the lower bellows plate.

Mit Vorteil ist diese Ausbildung derart weitergebildet, dass der Steuerraum an seiner dem Steuerventil zugewandten Seite von einer Zwischenplatte begrenzt wird, dass die Ableitung aus dem Steuerraum als axiale Bohrung in der Zwischenplatte ausgebildet ist und dass die Zwischenplatte an der dem Steuerventil zugewandten Mündung der Ableitung den Ventilsitz trägt. Es ist somit eine zwischenplatte zwischen dem Steuerraum und dem Steuerventil vorgesehen, wobei in der Zwischenplatte sowohl die Ableitung aus dem Steuerraum als auch der Ventilsitze des Steuerventils angeordnet ist, sodass ein konstruktiv einfacher Aufbau entsteht, in welchem die Zwischenplatte als Verschleißteil ausgebildet ist, welcher im Falle dass der Ventilsitz Abnützungserscheinungen aufweist, ausgetauscht werden kann. Zur Verringerung des Verschleißes ist hierbei bevorzugt vorgesehen, dass die Ventilkugel und die den Ventilsitz aufweisende Zwischenplatte aus verschleißfestem Hartmetall ausgebildet sind. Eine weitere Verbesserung ergibt sich, wenn die den Ventilsitz aufweisende Zwischenplatte aus verschleißfester Keramik ausgebildet ist. Die Anordnung der Ableitung aus dem Steuerraum und des Ventilsitzes in der Zwischenplatte erlaubt darüberhinaus eine axial fluchtende Anordnung dieser beiden Bestandteile, womit strömungstechnische Vorteile verbunden sind. Die Ausbildung ist hierbei derart getroffen, dass die Längsachse der Ableitung mit der Längsachse der Injektordüse zusammenfällt.Advantageously, this training is developed such that the control chamber is limited on its side facing the control valve by an intermediate plate, that the derivative of the control chamber is formed as an axial bore in the intermediate plate and that the intermediate plate at the control valve facing the mouth of the derivative Valve seat carries. It is thus provided an intermediate plate between the control chamber and the control valve, wherein in the intermediate plate both the derivative of the control chamber and the valve seats of the control valve is arranged so that a structurally simple structure is formed in which the intermediate plate is formed as a wear part, which in Case that the valve seat has signs of wear, can be replaced. In order to reduce wear, it is preferably provided that the valve ball and the intermediate plate comprising the valve seat are made of wear-resistant hard metal are formed. A further improvement results when the valve seat having intermediate plate is formed of wear-resistant ceramic. The arrangement of the derivative of the control chamber and the valve seat in the intermediate plate also allows an axially aligned arrangement of these two components, which are associated with fluidic advantages. The training is in this case made such that the longitudinal axis of the derivative coincides with the longitudinal axis of the injector nozzle.

Um eine weitere Reduktion der Aufheizung im Bereich des Magnetventils zu erreichen, ist die Erfindung bevorzugt derart weitergebildet, dass die Zuleitung zum Steuerraum über wenigstens eine Bohrung der Düsennadel geführt ist. Dadurch, dass die Zuleitung zum Steuerraum nicht in der Zwischenplatte angeordnet ist, wie es dem Stand der Technik entspricht, sondern über eine Bohrung der Düsennadel, wird die bei Verwendung von Schweröl zu beobachtende Wärmeentwicklung vom Bereich des Magnetsteuerventils ferngehalten und in den Bereich der Düsennadel verlegt, welche ohnehin mit dem aufgeheizten Schweröl in Kontakt steht. Die Bohrung der Düsennadel, über welche die Zuleitung zum Steuerraum geführt ist, steht hierbei über eine Zulaufdrossel mit dem Düsenvorraum in Verbindung, wodurch sich in der Folge eine Reihe von Optimierungsmöglichkeiten für die Steuerung der Öffnungs- und der Schließbewegung der Düsennadel ergeben.In order to achieve a further reduction of the heating in the region of the solenoid valve, the invention is preferably further developed such that the supply line to the control chamber is guided over at least one bore of the nozzle needle. Characterized in that the supply line to the control chamber is not arranged in the intermediate plate, as in the prior art, but via a bore of the nozzle needle, the observed when using heavy oil heat generation is kept away from the area of the magnetic control valve and moved into the region of the nozzle needle , which in any case is in contact with the heated heavy oil. The bore of the nozzle needle, through which the supply line is guided to the control chamber, is in this case via an inlet throttle with the nozzle front chamber in connection, resulting in a series of optimization possibilities for the control of the opening and closing movement of the nozzle needle.

Die Erfindung wird nachfolgend anhand eines in der Zeichnung schematisch dargestellten Ausführungsbeispieles näher erläutert. Dieses zeigt den Aufbau eines Injektors für ein Common-Rail-Einspritzsystem von großen Dieselmotoren. Der Injektor 1 umfasst einen Injektorkörper 2, einen Ventilkörper 3, eine zwischenplatte 4 und eine Injektordüse 5, welche durch eine Düsenspannmutter 6 zusammengehalten werden. Die Injektordüse 5 umfasst eine Düsennadel 7, welche im Düsenkörper der Injektordüse 5 längsverschieblich geführt ist und mehrere Freiflächen aufweist, durch welche aus dem Düsenvorraum 8 Kraftstoff zur Nadelspitze strömen kann. Bei der Öffnung der Düsennadel 7 wird der Kraftstoff über mehrere Einspritzöffnungen 9 in den Brennraum der Brennkraftmaschine eingespritzt.The invention will be explained in more detail with reference to an embodiment schematically illustrated in the drawing. This shows the structure of an injector for a common-rail injection system of large diesel engines. The injector 1 comprises an injector body 2, a valve body 3, an intermediate plate 4 and an injector nozzle 5, which are held together by a nozzle lock nut 6. The injector nozzle 5 comprises a nozzle needle 7, which is guided longitudinally displaceably in the nozzle body of the injector nozzle 5 and has a plurality of free surfaces through which the nozzle antechamber 8 Fuel can flow to the needle tip. When opening the nozzle needle 7, the fuel is injected via a plurality of injection openings 9 in the combustion chamber of the internal combustion engine.

An der Düsennadel 7 befindet sich ein Bund, an welchem sich eine Druckfeder 10 abstützt, die mit ihrem oberen Ende eine Steuerhülse 11 gegen die Unterseite der Zwischenplatte 4 drückt. Die Steuerhülse 11, die obere Stirnfläche der Düsennadel 7 und die Unterseite der Zwischenplatte 4 begrenzen einen Steuerraum 12. Der im Steuerraum 12 herrschende Druck ist für die Steuerung der Bewegung der Düsennadel maßgeblich. Über die Kraftstoffzulaufbohrung 13 wird der Kraftstoffdruck einerseits im Düsenvorraum 8 wirksam, wo er über die Druckschulter der Düsennadel 7 eine Kraft in Öffnungsrichtung der Düsennadel 7 ausübt. Andererseits wirkt er über die Bohrung 14 und die Zulaufdrossel 15 im Steuerraum 12 und hält, unterstützt von der Kraft der Druckfeder 10, die Düsennadel 7 in ihrer Schließstellung.At the nozzle needle 7 is a collar on which a compression spring 10 is supported, which presses with its upper end a control sleeve 11 against the underside of the intermediate plate 4. The control sleeve 11, the upper end face of the nozzle needle 7 and the underside of the intermediate plate 4 define a control chamber 12. The pressure prevailing in the control chamber 12 pressure is decisive for the control of the movement of the nozzle needle. About the fuel inlet bore 13, the fuel pressure on the one hand in the nozzle front chamber 8 is effective where it exerts a force in the opening direction of the nozzle needle 7 via the pressure shoulder of the nozzle needle 7. On the other hand, it acts on the bore 14 and the inlet throttle 15 in the control chamber 12 and holds, supported by the force of the compression spring 10, the nozzle needle 7 in its closed position.

Der Magnetanker 17 des Magnetventils wird in der Schließstellung des Injektors durch die Druckfeder 22 nach unten gedrückt und presst über den Druckbolzen 21, die untere Balgplatte 23 und die Kugelplatte 24 die Ventilkugel 25 in den Kegelsitz 26, der in der Zwischenplatte 4 angeordnet ist. Mit einer Verschraubung 27 wird die obere Balgplatte 29 über eine Einstellscheibe 30 dicht am Ventilkörper 3 montiert. Der metallische Federbalg 28 ist abdichtend durch Verschweißen oder Verkleben an oberer 29 und unterer Balgplatte 23 befestigt und dichtet einerseits zwischen Magnetventilraum 31 und Ablaufraum 32 ab, bewirkt anderseits eine zuverlässige Andrückung zwischen Druckbolzen 21 und unterer Balgplatte 23.The magnet armature 17 of the solenoid valve is pressed in the closed position of the injector by the compression spring 22 down and presses on the pressure pin 21, the lower bellows plate 23 and the ball plate 24, the valve ball 25 in the conical seat 26 which is arranged in the intermediate plate 4. With a screw 27, the upper bellows plate 29 is mounted on a dial 30 close to the valve body 3. The metallic bellows 28 is sealingly secured by welding or gluing to upper 29 and lower bellows plate 23 and seals on the one hand between the solenoid valve chamber 31 and drainage chamber 32, on the other hand causes a reliable pressing between the pressure pin 21 and lower bellows plate 23rd

Mit dem Ansteuern des Elektromagneten 16 wird der Magnetanker 17 samt dem mit ihm verbundenen Druckbolzen 21 angehoben und der Ventilsitz 26 geöffnet. Der Kraftstoff aus dem Steuerraum 12 strömt über die Ableitung 19 durch die Ablaufdrossel 20 und den offenen Ventilsitz 26 in den drucklosen, nicht dargestellten Ablaufkanal, was mit dem Absinken der hydraulischen Kraft auf die obere Stirnfläche der Düsennadel 7 zum Öffnen der Düsennadel 7 führt. Der Kraftstoff gelangt nun durch die Einspritzöffnungen 9 in den Brennraum des Motors. Im geöffneten Zustand der Injektordüse 5 fließt gleichzeitig Hochdruckkraftstoff durch die Zulaufdrossel 15 in den Steuerraum 12 zu und über die Ablaufdrossel 20 eine größere Menge ab. Dabei wird die sogenannte Steuermenge drucklos in den Ablaufkanal abgeführt, also zusätzlich zur Einspritzmenge aus dem Rail entnommen. Die Öffnungsgeschwindigkeit der Düsennadel 7 wird durch den Durchflussunterschied zwischen Zu- und Ablaufdrossel 15,20 bestimmt.With the driving of the electromagnet 16 of the armature 17 is raised together with the associated pressure pin 21 and the valve seat 26 is opened. The fuel from the control chamber 12 flows through the outlet 19 through the outlet throttle 20 and the open valve seat 26 in the non-pressurized, not shown drain passage, which leads to the lowering of the hydraulic force on the upper end face of the nozzle needle 7 to open the nozzle needle 7. The fuel now passes through the injection openings 9 into the combustion chamber of the engine. In the opened state of the injector nozzle 5, high-pressure fuel simultaneously flows through the inlet throttle 15 into the control chamber 12 and, via the outlet throttle 20, discharges a larger quantity. In this case, the so-called control amount is depressurized discharged into the drain channel, so taken in addition to the injection quantity from the rail. The opening speed of the nozzle needle 7 is determined by the flow difference between the inlet and outlet throttle 15,20.

Bei Beendigung der Ansteuerung des Elektromagneten 16 wird der Magnetanker 17 durch die Kraft der Druckfeder 22 nach unten gedrückt und die Ventilkugel 25 verschließt über den Kegelsitz 26 den Ablaufweg des Kraftstoffs durch die Ablaufdrossel 20. Über die Zulaufdrossel 15 wird im Steuerraum 12 wieder der Kraftstoffdruck aufgebaut und erzeugt eine Schließkraft, welche die hydraulische Kraft auf die Druckschulter der Düsennadel 7, vermindert um die Kraft der Druckfeder 10, übersteigt. Die Düsennadel 7 verschließt dadurch den Weg zu den Einspritzöffnungen 9 und beendet den Einspritzvorgang.Upon completion of the actuation of the electromagnet 16, the armature 17 is pressed by the force of the compression spring 22 down and the valve ball 25 closes on the conical seat 26, the drainage path of the fuel through the outlet throttle 20. About the inlet throttle 15, the fuel pressure is rebuilt in the control chamber 12 and generates a closing force which exceeds the hydraulic force on the pressure shoulder of the nozzle needle 7, reduced by the force of the compression spring 10. The nozzle needle 7 thereby closes the way to the injection openings 9 and terminates the injection process.

Bei dem in der Figur dargestellten Injektor befindet sich die Zulaufdrossel 15 nicht in der Zwischenplatte 4 sondern ist in der Düsennadel 7 angeordnet. Sie stellt gemeinsam mit der Bohrung 14 eine ständig offene Verbindung zwischen dem Düsenvorraum 8 und dem Steuerraum 12 dar. Der Vorteil der Anordnung von Zulaufdrossel 15 und Ablaufdrossel 20 in unterschiedlichen Bauelementen liegt in der einfacheren Anpassung an unterschiedliche Anforderungen von Motorkonzepten und im kostengünstigeren Austausch bei allfällig auftretendem Verschleiß an einer der beiden Drosselbohrungen.In the injector shown in the figure, the inlet throttle 15 is not in the intermediate plate 4 but is arranged in the nozzle needle 7. Together with the bore 14, it forms a constantly open connection between the nozzle front chamber 8 and the control chamber 12. The advantage of the arrangement of inlet throttle 15 and outlet throttle 20 in different components lies in the easier adaptation to different requirements of engine concepts and more cost-effective replacement occurring wear on one of the two throttle bores.

Claims (9)

  1. A device for the injection of fuel into the combustion chamber of an internal combustion engine, including an injector nozzle (5) and a nozzle needle (7) which is guided in a longitudinally displaceable manner within the injector nozzle (5) and, for the control of its opening and closing movements, is capable of being pressurized in the axial direction by the pressure prevailing in a control chamber (12) filled with fuel, wherein the control chamber (12) communicates with a supply line (14) and a discharge line (19), and a control valve (16) is arranged in at least one of the two lines, said control valve (16) comprising a valve-closing member (25) coupled with an actuating member (21) and pressable against a valve seat (26), and said actuating member (21) being separated from the closing member (25) and the valve seat (26) by a bellows seal (28), characterized in that the control valve (16) is a magnetic control valve and that the valve-closing member is configured as a valve ball (25) and pressable against a conical valve seat (26).
  2. A device according to claim 1, characterized in that the actuating member is configured as a pressure pin (21) connected with the magnet armature (17) of the magnetic control valve (16).
  3. A device according to claim 1 or 2, characterized in that the bellows seal (28) is arranged between an annular upper bellows plate (29) surrounding the actuating member (21) and a lower bellows plate (23), wherein the lower bellows plate (23) is connected with a ball plate (24) carrying the valve ball (25) and the upper bellows plate (29) is fastened to the valve body (3).
  4. A device according to claim 1, 2 or 3, characterized in that the control chamber (12) is delimited by an intermediate plate (4) on its side facing the control valve (16), that the discharge line (19) from the control chamber (12) is designed as an axial bore provided in the intermediate plate (4), and that the intermediate plate (4) carries the valve seat (26) on the mouth of the discharge line (19) facing the control valve (16).
  5. A device according to any one of claims 1 to 4, characterized in that the longitudinal axis of the discharge line (19) coincides with the longitudinal axis of the injector nozzle (5).
  6. A device according to any one of claims 1 to 5, characterized in that the valve ball (25) and the intermediate plate (4) comprising the valve seat (26) are made of a wear-resistant hard metal.
  7. A device according to any one of claims 1 to 6, characterized in that the intermediate plate (4) comprising the valve seat (26) is made of a wear-resistant ceramic material.
  8. A device according to any one of claims 1 to 7, characterized in that the supply line (14) to the control chamber (12) is conducted via at least one bore of the nozzle needle (7).
  9. A device according to any one of claims 1 to 8, characterized in that the control chamber (12), on its side facing away from the control valve (16), is delimited by the end face of the nozzle needle (7) and the supply line (14) to the control chamber (12) is designed as an axial bore provided in the nozzle needle (7) and connected with the nozzle fore-chamber (8) by a supply throttle (15).
EP05763058A 2004-08-06 2005-07-29 Device for the injection of fuel into the combustion chamber of an internal combustion engine Not-in-force EP1778968B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0135204A AT500889B8 (en) 2004-08-06 2004-08-06 DEVICE FOR INJECTING FUEL IN THE COMBUSTION ENGINE OF AN INTERNAL COMBUSTION ENGINE
PCT/AT2005/000301 WO2006012658A1 (en) 2004-08-06 2005-07-29 Device for the injection of fuel into the combustion chamber of an internal combustion engine

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EP1778968A1 EP1778968A1 (en) 2007-05-02
EP1778968B1 true EP1778968B1 (en) 2008-02-06

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EP (1) EP1778968B1 (en)
JP (1) JP2008509310A (en)
KR (1) KR100822955B1 (en)
CN (1) CN100460663C (en)
AT (2) AT500889B8 (en)
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JP4196895B2 (en) * 2004-07-12 2008-12-17 株式会社デンソー Fuel injection device

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DE502005002772D1 (en) 2008-03-20
KR100822955B1 (en) 2008-04-16
AT500889B1 (en) 2006-09-15
EP1778968A1 (en) 2007-05-02
ATE385542T1 (en) 2008-02-15
CN101035979A (en) 2007-09-12
CN100460663C (en) 2009-02-11
AT500889B8 (en) 2007-02-15
US20090205614A1 (en) 2009-08-20
JP2008509310A (en) 2008-03-27
KR20070046890A (en) 2007-05-03
WO2006012658A1 (en) 2006-02-09
AT500889A1 (en) 2006-04-15

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