EP1799994A1 - Kraftstoffinjektor mit formgeprägtem ventilsitz zur reduzierung der ankerhubdrift - Google Patents
Kraftstoffinjektor mit formgeprägtem ventilsitz zur reduzierung der ankerhubdriftInfo
- Publication number
- EP1799994A1 EP1799994A1 EP05804893A EP05804893A EP1799994A1 EP 1799994 A1 EP1799994 A1 EP 1799994A1 EP 05804893 A EP05804893 A EP 05804893A EP 05804893 A EP05804893 A EP 05804893A EP 1799994 A1 EP1799994 A1 EP 1799994A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- valve seat
- valve
- fuel injector
- closing
- closing element
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
- F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
- F02M47/027—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
- 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
- F02M61/168—Assembling; Disassembling; Manufacturing; Adjusting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/0012—Valves
- F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
- F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
- F02M63/0036—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat with spherical or partly spherical shaped valve member ends
-
- 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
- F02M63/0077—Valve seat details
Definitions
- the fuel is fed to the individual combustion chambers of the internal combustion engine via fuel injectors with a hydraulically actuated nozzle needle.
- a valve is received in the fuel injector, which is driven, for example, electromagnetically or by means of a piezoelectric actuator.
- an outlet throttle of a control chamber which communicates with the nozzle needle, released or closed.
- a valve piece is received in the housing of the fuel injector, in which an outlet throttle is made ⁇ forms, which is in communication with a control chamber.
- the outlet throttle is released or closed by a closing element.
- a conical valve seat is formed in the valve piece, in which the outlet throttle opens.
- a spherical locking element is placed in the conical valve seat.
- the closing element of the control valve In order to achieve the high opening and closing speeds of the fuel injector required for the operation of an internal combustion engine, the closing element of the control valve is placed in its seat at high speed or removed from it. This constant switching of the closing element leads to wear of the valve seat. This wear results in a Ankerhubdrift. This means that the path traveled by the closing element for closing the outlet throttle increases due to the wear.
- the increased stroke of the closing element causes the stroke of the magnet armature is also increased in a solenoid-controlled valve or the Aktorhub in a piezoelectric actuator. This results in larger ⁇ fmungs- and closing times of the control valve and thus longer opening times of the injection port, which in turn results in higher injection quantities. These larger injection quantities of fuel into the combustion chambers of the internal combustion engine lead to higher engine emissions and higher combustion noise.
- valve seat In order to reduce the wear of the valve seat and thus to reduce the anchor stroke drift, in the method according to the invention for producing a fuel injector for an internal combustion engine with a control valve which releases or closes an outlet throttle from a control chamber and in which the drain valve is closed sel a closing element is placed in a valve seat, the valve seat formed by stamping with an embossing die. This avoids that the valve seat wears plastic during operation of the fuel injector.
- the embossing die with which the valve seat is shaped in shape, is designed in the form of the closing element.
- the embossing punch is preferably in the form of a ball with tangen ⁇ tial grown therefrom truncated cone.
- the truncated cone has an opening angle that is greater than or equal to the opening angle of the cone-shaped valve seat. This avoids that material, which is displaced by the embossing, forms an increase at the side of the embossing point facing the outlet throttle. This increase leads to a stronger throttling of the fuel flow when the valve is open. This leads to the fact that the fuel volume flow flowing out of the control chamber is reduced and thus the opening speed of the injection openings is likewise reduced.
- the stamp is preferably provided with a surface which consists of a hard metal.
- the entire stamping die consists of a hard metal.
- Carbides known to the person skilled in the art are, for example, sintered materials of tungsten carbide, titanium carbide, tantalum carbide, molybdenum carbide and cobalt
- the hard metal preferably has a hardness in the range of 1300-1800 HV30.
- the valve seat is formed by stamping.
- valve seat of the control valve is formed cone-shaped.
- the preferred closing element for closing or releasing the cone-shaped valve seat is spherical.
- valve seat is formed in a valve piece, which is accommodated in the housing of the fuel injector.
- FIG. 1 shows a fuel injector for a high-pressure accumulator injection system
- FIG. 1.1 detail A from FIG. 1,
- FIG. 2 shows a cone-shaped valve seat on which an embossing stamp acts
- FIG. 4 shows a contour plot of a cone-shaped, stamped valve seat in a first embodiment
- FIG. 5 shows a contour plot of a cone-shaped, stamped valve seat in a second embodiment.
- FIG. 1 shows a fuel injector for a high-pressure accumulator injection system.
- a fuel injector 1 comprises an injector body 2 in which a valve piston 3 is guided.
- the valve piston 3 acts with a front side 4 on a pressure pin 5, which -A- is formed on a nozzle needle 6.
- the valve piston 3 exerts a pressure force on the pressure pin 5 of the nozzle needle 6 with its end face 4.
- the nozzle needle 6 is placed in a seat 8 and so closed the at least one Einspritzöffhung 7.
- a spring element 9 designed as a compression spring acts on the nozzle needle 6.
- the spring element 9 designed as a compression spring is preferably a helical spring. In the embodiment illustrated in FIG. 1, this surrounds the pressure pin 5 of the nozzle needle 6 and the part of the valve piston 3 facing the nozzle needle 6. To this end, the spring element 9 is accommodated in a valve chamber 10. The spring element 9 acts with one side on a stepped extension 11 of the nozzle needle 6 and with the other side against an end face 12 of the valve chamber 10th
- connection piece 13 which is connected to a high-pressure accumulator, not shown here.
- a fuel filter 14 in which the fuel is cleaned by particles contained therein, is received in the connecting piece 13, in order to avoid damage due to abrasion in the fuel injector 1.
- the fuel filter 14 is followed by a channel 15, via which the fuel passes into a nozzle chamber 16. From the nozzle chamber 16, the fuel flows via an annular gap 17 to the injection port 7.
- valve piston 3 ends in a control chamber 18.
- the control chamber 18 is supplied with fuel via an inlet throttle 19.
- the inlet throttle 19 also adjoins the fuel filter 14, so that there is also system pressure on the inflow side of the inlet throttle 19.
- From the control chamber 18, the fuel passes through an outlet throttle 20 in a low-pressure side discharge nozzle 21, which is connected, for example, with a fuel tank, not shown here.
- the outlet throttle 20 can be closed or released by a ball-shaped closing element 22 here.
- the actuation of the closing element 22 takes place in the istsva ⁇ variant illustrated here via an electrically controlled solenoid valve 23.
- a piezoelectric actuator possibly with the interposition of a hydraulic coupler or a pressure booster could be used to actuate the closing element 22.
- a valve piece 24 is inserted into the injector body 2, in which the control space 18 together with inlet throttle 19 and outlet throttle 20 are formed. Furthermore, in the valve piece 24, a bore 25 is executed, in which the valve piston 3 is guided.
- FIG. 1.1 shows the detail A from FIG. 1.
- FIG. 1.1 shows the valve piston 3 in its upper position, that is to say with the injection opening 7 open.
- the outlet throttle 20 is closed.
- the closing element 22 is placed in a valve seat 26.
- the closing element 22, the outlet throttle 20 closes pressure-tight, the valve seat 26 is formed in a conically shaped end face 32 of the valve member 24.
- the outlet throttle 20 opens in a cone-shaped manner towards the closing element 22.
- the pressure in the control chamber 18 also rises again to system pressure. Due to the increasing pressure in the control chamber 18, the pressure force acting on the valve piston 3 increases and the valve piston 3 is moved in the direction of the at least one injection opening 7. Since the valve piston 3 is in connection with the pressure pin 5 of the nozzle needle 6 via the end face 4, the nozzle needle 6 is likewise moved in the direction of the at least one injection opening 7 and closes it.
- the closing element 22 is ver ⁇ connected via a piston 29 with an armature of the solenoid valve 23. When using a piezoelectric actuator instead of the solenoid valve 23, the piezoactuator acts directly on the piston 29.
- the valve seat 26 in the fuel injector according to the invention dimensionally shaped.
- embossing the Hertzian surface pressure is reduced by an increase in the bearing ratio. This means that the contact surface of the closing element 22 on the valve seat 26 is increased by the stamping. Due to the reduced surface pressure, a lower force acts on the valve seat 26, whereby its wear is reduced.
- Another advantage of the form-stamping of the valve seat 26 is that the material is solidified in the embossing area. From the Materialver ⁇ consolidation results in a further reduction of wear. Also roughness peaks, which arise due to production, are smoothed.
- valve seat 26 anticipates seat wear and thus minimizes wear between the valve seat 26 and the closing element 22 during operation. As a result, the increase in the pilot injection quantity due to the increased anchor stroke during operation of the fuel injector can be largely prevented. Increasing injection quantities during operation of the internal combustion engine lead to increased emission of the internal combustion engine, to an increase in the combustion noise and to a greater load on the entire internal combustion engine.
- an embossing punch made of a hard metal is used, which is designed in the form of the closing element 22.
- FIG. 2 shows a valve seat in which an embossing stamp is placed.
- the embossing punch 30 in the case of a valve with a spherical closing element 22 and a conical valve seat 26 is in the form of a cone with a truncated cone tangential therefrom 31 formed.
- the conical stump 31 prevents an elevation from forming along the spherical shape in that the material is embossed by the shape of the truncated cone 31 along the direction of the valve seat 26, which is in the form of a cone. If such a survey forms during the stamping of the valve seat 26, the flow cross-section is reduced when the valve is open.
- the valve thus acts as a throttle, whereby the fuel flow rate flowing from the outlet throttle 20 is reduced.
- a reduced fuel volume flow leads to a slower pressure reduction in the control chamber 18 and thus also to a reduced opening speed of the nozzle needle 6.
- This also results in a changed injection behavior, which can adversely affect the course of combustion in the combustion chamber of the internal combustion engine.
- the truncated cone 31 preferably has an opening angle oii, which is greater than the opening angle ⁇ 2 of the valve seat 26.
- opening angle oii of the truncated cone 31 and opening angle ⁇ 2 of the valve seat 26 it is possible that a part of the material in the stamping in the direction of Outflow throttle 20 is pressed. In this case, a burr forms at the transition from the valve seat 26 into the outlet throttle 20, at which the opening angle changes. This burr leads to a negative influence on the Kraftstoffströ ⁇ determination.
- the opening angle oii is 0 to 10 degrees greater than the opening angle ⁇ 2 of the valve seat 26.
- a larger opening angle oii of the truncated cone 31 causes the embossing point in the region of the valve seat 26 on the side of the truncated cone 31 forms a survey, which acts as an additional throttle for the fuel flow.
- the closure member 22 in addition to the spherical shape, for example, in the form of a paraboloid or a cylinder can be formed with conical shaped valve seat 26th
- the embossing stamp 30 In addition to the truncated cone 31, it is also possible for the embossing stamp 30 to end in the form of a cone whose point angle is greater than or equal to the opening angle ⁇ 2 of the valve seat 26.
- Suitable material for the die is any material which is harder than the material from which the valve seat 26 is made.
- Particularly suitable as material for the Embossing dies 30 are, for example, hard metals selected from the group of hard metals K Ol - K 40. Depending on the composition, the hardness of these hard metals is 1300-1800 HV 30.
- the hard metals are sintered materials of tungsten carbide, titanium carbide, tantalum carbide, molybdenum carbide and cobalt.
- pressure-resistant ceramics for example, which are harder than the material from which the valve seat 26 is made, are also suitable.
- FIG. 3 shows a contour plot of a cone-shaped valve seat according to the prior art.
- the recess 36 has a depth of wear 37, which is significantly greater than the average surface roughness of the end face 32 of Valve piece 24. Due to the very small opening and closing paths of the closing element 22, the wear depth 37 leads to a significantly extended closing path for closing the control valve. This also leads to a slower closing of the injection opening 7 and thus to a larger amount of fuel which is injected into the combustion chamber. This leads to higher engine emissions and higher combustion noise
- FIG. 4 shows a contour plot of a cone-shaped valve seat in which the valve seat is shaped by means of a spherical die.
- FIG. 4 shows that the surface 35 is significantly smoother before the first closing of the control valve when the valve seat 26 is embossed.
- the embossing depth in which the valve seat 26 is embossed is designated by reference numeral 39. Due to the spherical stamping stamp, the stamped valve seat 26 has the cross section of a circle segment. As a result, an elevation 40 forms toward the outlet throttle 20. The survey 40 leads when the outlet throttle 20 is open, that the flow area is reduced. For this reason, the valve seat 26 acts when the outlet throttle 20 is open as an additional throttle. By embossing the valve seat 26, the material is fastened ver ⁇ in the region of the valve seat 26.
- FIG. 5 shows the end face 32 of the valve piece 24 with the valve seat 26 embossed therein when a spherical die is used in which a truncated cone grows tangentially out of the ball. Even when using such an embossing die shows that the roughness of the surface 35 is lower before the first closing of the control valve than in a non-embossed valve seat 26. Due to the conical approach on recuperge ⁇ stamp 30 creates only a slight elevation 40 on the outlet throttle 20 facing side of the valve seat 26.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Manufacturing & Machinery (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004049288A DE102004049288A1 (de) | 2004-10-09 | 2004-10-09 | Kraftstoffinjektor mit formgeprägtem Ventilsitz zur Reduzierung der Ankerhubdrift |
PCT/EP2005/055006 WO2006040277A1 (de) | 2004-10-09 | 2005-10-05 | Kraftstoffinjektor mit formgeprägtem ventilsitz zur reduzierung der ankerhubdrift |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1799994A1 true EP1799994A1 (de) | 2007-06-27 |
EP1799994B1 EP1799994B1 (de) | 2008-12-31 |
Family
ID=35385600
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05804893A Expired - Fee Related EP1799994B1 (de) | 2004-10-09 | 2005-10-05 | Kraftstoffinjektor mit formgeprägtem ventilsitz zur reduzierung der ankerhubdrift |
Country Status (6)
Country | Link |
---|---|
US (1) | US20070261673A1 (de) |
EP (1) | EP1799994B1 (de) |
JP (1) | JP2008516138A (de) |
CN (1) | CN101040115B (de) |
DE (2) | DE102004049288A1 (de) |
WO (1) | WO2006040277A1 (de) |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102004062073B4 (de) * | 2004-12-23 | 2015-08-13 | Continental Automotive Gmbh | Verfahren und Vorrichtung zur Kompensation von Prelleffekten in einem piezogesteuerten Einspritzsystem einer Verbrennungskraftmaschine |
DE102008044096A1 (de) * | 2008-11-27 | 2010-06-02 | Robert Bosch Gmbh | Verfahren zur Herstellung von Drosselbohrungen mit niedrigem Kaviationsumschlagpunkt |
DE102010049022A1 (de) * | 2010-10-21 | 2012-04-26 | Kendrion Binder Magnete Gmbh | Hochdruckregelventil |
DE102012212614A1 (de) * | 2012-07-18 | 2014-01-23 | Continental Automotive Gmbh | Piezoinjektor mit hydraulisch gekoppelter Düsennadelbewegung |
JP6253259B2 (ja) * | 2012-09-26 | 2017-12-27 | 株式会社デンソー | 燃料噴射弁 |
DE102012222509A1 (de) | 2012-12-07 | 2014-06-12 | Continental Automotive Gmbh | Piezoinjektor |
DE102013220823B3 (de) * | 2013-10-15 | 2015-03-05 | Robert Bosch Gmbh | Kraftstoffeinspritzventil für Brennkraftmaschinen |
US9644589B2 (en) * | 2013-11-20 | 2017-05-09 | Stanadyne Llc | Debris diverter shield for fuel injector |
US20160348630A1 (en) * | 2015-05-29 | 2016-12-01 | Cummins Inc. | Fuel injector |
CN106321307B (zh) * | 2015-07-03 | 2020-03-06 | 罗伯特·博世有限公司 | 燃油喷射器及其控制阀 |
CN109839555B (zh) * | 2017-11-29 | 2023-05-02 | 罗伯特·博世有限公司 | 用于磨损监测的方法、装置和控制单元以及机器可读介质 |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2492894B1 (fr) * | 1980-10-29 | 1985-06-07 | Renault | Injecteur a commande electromagnetique a bille |
US4639568A (en) * | 1984-07-13 | 1987-01-27 | Ex-Cell-O Corporation | Apparatus and method for finishing fuel injector spray tips using EDM |
US4703142A (en) * | 1986-05-01 | 1987-10-27 | Ex-Cell-O Corporation | Method of combining grinding and EDM operation for finishing fuel injector nozzle bodies |
US4721839A (en) * | 1986-05-22 | 1988-01-26 | Ex-Cell-O Corporation | Combined bore seat face grinding, EDM and lapping method for finishing fuel injector nozzle bodies |
DE4035317C1 (en) * | 1990-11-07 | 1991-10-02 | Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De | Spray injection needle valve - has needle fixed in nozzle with edge formed by flats |
JP3546508B2 (ja) * | 1994-03-25 | 2004-07-28 | 株式会社デンソー | インジェクターの製造方法及びインジェクタに用いられる可動コアの製造方法 |
EP0745764B1 (de) * | 1995-06-02 | 2001-03-21 | Ganser-Hydromag Ag | Brennstoffeinspritzventil für Verbrennungskraftmaschinen |
DE19947772A1 (de) * | 1999-10-05 | 2001-04-19 | Hermann Golle | Einspritzventil, insb. für Common-Rail-Einspritzsysteme |
DE10131201A1 (de) * | 2001-06-28 | 2003-01-16 | Bosch Gmbh Robert | Magnetventil zur Steuerung eines Einspritzventils einer Brennkraftmaschine |
DE10301698A1 (de) * | 2003-01-17 | 2004-08-05 | Siemens Ag | Ventil und Verfahren zum Herstellen eines Ventils |
-
2004
- 2004-10-09 DE DE102004049288A patent/DE102004049288A1/de not_active Withdrawn
-
2005
- 2005-10-05 JP JP2007535157A patent/JP2008516138A/ja active Pending
- 2005-10-05 CN CN2005800344728A patent/CN101040115B/zh not_active Expired - Fee Related
- 2005-10-05 WO PCT/EP2005/055006 patent/WO2006040277A1/de active Application Filing
- 2005-10-05 EP EP05804893A patent/EP1799994B1/de not_active Expired - Fee Related
- 2005-10-05 DE DE502005006393T patent/DE502005006393D1/de active Active
- 2005-10-05 US US11/576,618 patent/US20070261673A1/en not_active Abandoned
Non-Patent Citations (1)
Title |
---|
See references of WO2006040277A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE502005006393D1 (de) | 2009-02-12 |
CN101040115B (zh) | 2010-06-16 |
WO2006040277A1 (de) | 2006-04-20 |
US20070261673A1 (en) | 2007-11-15 |
EP1799994B1 (de) | 2008-12-31 |
DE102004049288A1 (de) | 2006-04-20 |
JP2008516138A (ja) | 2008-05-15 |
CN101040115A (zh) | 2007-09-19 |
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