EP3074623B1 - Fuel injector - Google Patents
Fuel injector Download PDFInfo
- Publication number
- EP3074623B1 EP3074623B1 EP14781567.4A EP14781567A EP3074623B1 EP 3074623 B1 EP3074623 B1 EP 3074623B1 EP 14781567 A EP14781567 A EP 14781567A EP 3074623 B1 EP3074623 B1 EP 3074623B1
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- EP
- European Patent Office
- Prior art keywords
- fuel
- injection
- control chamber
- chamber
- pressure chamber
- 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.)
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- 239000000446 fuel Substances 0.000 title claims description 66
- 238000002347 injection Methods 0.000 claims description 43
- 239000007924 injection Substances 0.000 claims description 43
- 238000002485 combustion reaction Methods 0.000 claims description 19
- 230000007704 transition Effects 0.000 claims description 2
- 230000001419 dependent effect Effects 0.000 description 8
- 238000007789 sealing Methods 0.000 description 8
- 238000000034 method Methods 0.000 description 5
- 238000013461 design Methods 0.000 description 3
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
Images
Classifications
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- 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
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- 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
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/008—Arrangement of fuel passages inside of injectors
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- 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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/28—Details of throttles in fuel-injection apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
- F02M2547/003—Valve inserts containing control chamber and valve piston
Definitions
- the invention relates to a fuel injector according to the preamble of claim 1.
- Such a fuel injector is from the DE 10 2006 049 830 A1 the applicant known.
- the known fuel injector has, within an injector housing, a control chamber in which the end of a nozzle needle lying opposite an injection opening is immersed.
- the control chamber is connected via a feed channel designed as an inflow passage with a high-pressure region of the injector, via which the control chamber is supplied with fuel under high pressure.
- the control chamber is used in a known manner to influence the opening and closing movement of the nozzle needle via a fuel drain to a low pressure region by means of a drain hole, which can be opened or closed by means of a valve member.
- WO03 / 004859 discloses another fuel injector with a control chamber.
- JP2004332545 discloses a Krafstoffinjektor with a Zulaufnut on the lateral surface of the injection member.
- the injection quantity that is injected into the combustion chamber of the internal combustion engine during the opening and closing stroke of the nozzle needle depends inter alia on different fuel properties.
- the fuel properties in turn depend on the type of fuel and the environmental conditions. For example, the viscosity is dependent both on the type of fuel (winter diesel, summer diesel, mixtures of different fuels, etc.) and within the respective fuel grade on the temperature.
- the viscosity of the fuel is usually higher than when the engine is at operating temperature. This has the consequence that, without influencing the injection parameters during the cold start, too little fuel is usually injected into the combustion chamber. It is therefore necessary or desirable, during the warm-up phase of the engine or the internal combustion engine, to gradually reduce the fuel quantity during an injection process from a relatively high value due to the low fuel temperature or its high viscosity until the engine has reached its operating temperature or the fuel is a viscosity within certain tolerances. As explained above, although there are already methods or approaches for detecting the viscosity of the fuel, but the measures mentioned usually have an increased design or control engineering effort.
- the inlet bore in the control chamber is indeed shown as an elongated bore, in practice, however, within the diameter / length ratio of about 1: 2.5 having inlet bore for influencing the flow rate Formed flow restriction in the form of a diaphragm.
- This diaphragm causes the fuel flowing out of the high-pressure chamber into the control chamber to continue to flow turbulently after passing through the diaphragm. It is known from flow technology that the flow through a diaphragm is independent of viscosity, so that conventional inlet bores have a temperature-independent flow.
- the invention has the object, a fuel injector according to the preamble of claim 1 such that during a Einspritzeaktes an injection valve member (nozzle needle), in particular during the warm-up of the engine, a target injection amount despite different Viscosities of the fuel at different temperatures in the combustion chamber of the internal combustion engine can be achieved with the least possible effort.
- nozzle needle an injection valve member
- a fuel injector with the features of claim 1, characterized in that the at least one inflow channel, takes place via which a post-flow of fuel from the high pressure chamber into the control chamber of the fuel injector to form a laminar flow.
- the invention is based on the finding that, in the presence of a laminar flow, the flow rate through the inflow channel is viscosity-dependent. In particular, at a relatively high viscosity, a flow which is reduced compared to a lower viscosity is made possible. This has the consequence that the pressure in the control chamber when opening the drain hole falls faster or faster, since the nachströmt over the inflow channel fuel flows at a lower flow rate (per unit time) through the inflow channel.
- the at least one inflow channel comprises at least one groove formed in the injection member between the control chamber and the high-pressure chamber on the lateral surface of the injection member whose width / depth ratio is less than 1:10, preferably approximately 1:20.
- this idea is dispensed with and, instead, via a targeted leak in the guide of the injection member in the form of a groove formed on the circumferential or circumferential surface of the injection member, the inflow of the fuel from the High pressure chamber causes in the control room.
- This solution has a constructive extent in that the strength of the valve piece or the control chamber sleeve is not weakened by throttle bores, and that on the other hand by the usually relatively long in the axial direction of the injection member formed guide a single groove is sufficient to the viscosity-dependent throttling effect of To realize inflow channels.
- the at least one inflow channel comprises a second throttle bore formed in the injection member, wherein the diameter / length ratio of the throttle bore is less than 1: 5, preferably about 1:10.
- This variant supplies the fuel via a throttle bore formed, for example, in the longitudinal axis of the injection member (nozzle needle), which is then connected to the high-pressure chamber, for example via a transverse bore.
- Fig. 1 is a portion of a non-inventive fuel injector 10 shown as it is used as part of a common-rail injection system in self-igniting internal combustion engines.
- the fuel injector 10 has an injector housing 11, in which an injection member in the form of a nozzle needle 15 is disposed up and down in a longitudinal axis 12.
- an injection member in the form of a nozzle needle 15 is disposed up and down in a longitudinal axis 12.
- the nozzle needle 15 is seated with a seating area on an inner wall of the injector 11 to form a sealing seat 16th to close at least one, formed in the injector 11 injection port 17.
- the at least one injection port 17 is released for injecting fuel into a combustion chamber of the internal combustion engine by 11 befindaji fuel in a high-pressure chamber 18 of the injector via the at least one injection port 17 can be injected into the combustion chamber.
- the high-pressure chamber 18 is connected via a supply bore 19 with a fuel connection piece 21, which in turn is connected via a connection, not shown, in particular with a high-pressure accumulator (rail) for the fuel.
- a stepped bore 22 is formed, which has two bore sections 23, 24 substantially.
- a portion of a valve piece 25 into it, which in turn in the transition region between the two bore sections 23, 24 axially on an end face 26 of the Stepped bore 22 is applied.
- an annular shielding element 27, a likewise annular housing part 28 and a clamping ring 29 are arranged next to a second portion of the valve member 25, which is formed by means of a threaded connection 30, the abovementioned components axially against the end face 26th to brace the stepped bore 22.
- an actuator 32 for at least indirect actuation of the nozzle needle 15 is arranged, which has a magnet armature 33.
- the armature 33 cooperates with a magnetic coil 34 which is inserted in an annular recess of a magnetic core 35.
- the magnetic core 35 is again arranged with the interposition of a support plate 36 between a step 37 on the housing part 28 and the clamping ring 29.
- the armature 33 has aligned to the longitudinal axis 12 has a through hole 38 in which a guide pin 39 is arranged.
- the guide pin 39 serves the axial guidance of the armature 33 and is supported on the side facing away from the valve piece 25 axially against the support plate 36 from.
- the armature 33 is subjected to force by means of a compression spring 41 in the direction of an end face 42 of the valve member 25 and forms in the in the Fig. 1 illustrated lowered position of the armature 33 with a sealing surface 43 of the armature 33 is a sealing seat.
- the protruding into the first bore portion 23 of the stepped bore 22 portion of the valve member 25 has in the longitudinal axis 12 formed of a plurality of bore sections through bore, which forms a guide portion 44 on the nozzle needle 15 side facing.
- the end region of the nozzle needle 15 facing away from the at least one injection opening 17 dips into the guide section 44 and is guided radially and axially therefrom.
- a control chamber 45 is formed, which is depressurized via a drain hole 46 with integrated Abströmdrossel 47 in a low-pressure chamber 50.
- the drain hole 46 opens in the end face 42 of the valve piece 25 and is surrounded radially by the sealing surface 43 of the magnet armature 33.
- the control chamber 45 is not according to the invention via at least two, at equal angular intervals to each other arranged inflow channels in the form of first throttle bores 48, 49 hydraulically connected to the high-pressure chamber 18, which are formed in the radially circumferential wall of the valve member 25 and perpendicular to the longitudinal axis 12.
- first throttle bores 48, 49 which are preferably produced by a laser-beam device, are designed such that a laminar flow prevails when fuel flows from the high-pressure chamber 18 into the control chamber 45.
- the diameter / length ratio of the two, preferably identical first throttle bores 48, 49 is less than 1: 5, preferably about 1:10.
- Such a design causes a dependent of the viscosity of the fuel in the high-pressure chamber 18 flow rate of the fuel in the Control chamber 45. If three throttle bores are used instead of two throttle bores 48, 49, a preferred diameter / length ratio of the three throttle bores is about 1:15.
- the actuator 32 For injecting fuel into the (not shown) combustion chamber of the internal combustion engine, the actuator 32 is actuated by energizing the magnetic coil 34. As a result, the armature 33 lifts with its sealing surface 43 from the end face 42 of the valve piece 25, whereby a flow of fuel from the control chamber 45 through the drain hole 46 in the low pressure chamber 50 of the injector 11 is made possible, in which the actuator 32 is arranged.
- the low-pressure chamber 50 is in turn connected in a known per se, and therefore not shown manner with a fuel return of the fuel injector 10 hydraulically.
- the pressure drop in the control chamber 45 causes the nozzle needle 15 lifts from its sealing seat 16 and the at least one injection port 17 releases.
- the fuel flows from the high-pressure chamber 18 via the first two throttle bores 48, 49 as a result of the viscosity-dependent flow rate with respect to lower viscosity fuel, so that a particularly rapid pressure drop in the control chamber 45 is achieved, and thus a particularly fast Lifting the nozzle needle 15 of the sealing seat 16th
- the magnetic coil 34 is disconnected from the voltage source, so that the armature 33 is pressed by the spring force of the compression spring 42 against the end face 42 of the valve member 25 to prevent further outflow of fuel from the control chamber 45 into the low pressure chamber 50. Due to the inflowing fuel from the high-pressure chamber 18 into the control chamber 45, the hydraulic pressure on the one end face of the nozzle needle 15 increases, so that they again toward their sealing seat 16 (in particular by supporting a in the Fig. 1 not shown, with the nozzle needle 15 operatively arranged closing spring) is moved. Due to the high viscosity of the fuel delayed afterflow of fuel from the high-pressure chamber 18 into the control chamber 45, the pressure in the control chamber 45 is thereby constructed relatively slowly, so that the closing of the nozzle needle 15 takes place with a time delay.
- a first throttle bores 48, 49 are formed in the valve piece 25a.
- the two first throttle bores 48, 49 are replaced by at least one, preferably more, preferably more than three, evenly spaced angularly spaced grooves 51 which are formed on the circumferential or lateral surface of the nozzle needle 15 and preferably parallel to the longitudinal axis 12.
- the nozzle needle 15 in the illustrated embodiment, a first, disposed substantially within the valve piece 25a portion 52 and a second, disposed substantially within the high-pressure chamber 18 section 53.
- the second portion 53 has a smaller diameter than the first portion 52, so that the at least one groove 51 must be formed only in the first portion 52 to connect the control chamber 45 with the high-pressure chamber 18 hydraulically.
- the width / depth ratio of the at least one groove 51 is less than 1:10, preferably about 1:20, wherein the cross-sectional shape of the groove 51 is preferably rectangular or semicircular (not shown).
- the depth of the groove 51 is approximately 50 ⁇ m, with an overall length of the groove 51 of approximately 12 mm.
- Last is in the Fig. 3 a non-inventive, modified embodiment of the invention shown, in contrast to Fig. 2 a formed in the longitudinal axis 12 second throttle bore 55 is formed, which has a transverse bore 56 connection with the high pressure chamber 18.
- the second throttle bore 55 has a diameter / length ratio of less than 1: 5, preferably about 1:10.
- control chamber 45 is formed by a so-called control chamber sleeve or is limited, which is arranged in analogy to the arranged in the first bore portion 23 portion of the valve member 25, 25a and then possibly the first throttle bores 48, 49 may have.
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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)
Description
Die Erfindung betrifft einen Kraftstoffinjektor nach dem Oberbegriff des Anspruchs 1.The invention relates to a fuel injector according to the preamble of claim 1.
Ein derartiger Kraftstoffinjektor ist aus der
Beim Kaltstart einer Brennkraftmaschine ist die Viskosität des Kraftstoffs üblicherweise höher als bei betriebswarmer Brennkraftmaschine. Dies hat zur Folge, dass ohne Beeinflussung der Einspritzparameter während des Kaltstarts üblicherweise eine zu geringe Kraftstoffmenge in den Brennraum eingespritzt wird. Es ist daher erforderlich bzw. wünschenswert, während der Aufwärmphase des Motors bzw. der Brennkraftmaschine die Kraftstoffmenge während eines Einspritzvorgangs von einem relativ hohen Wert aufgrund der niedrigen Kraftstofftemperatur bzw. dessen hoher Viskosität nach und nach zu verringern, bis der Motor seine Betriebstemperatur erreicht hat bzw. der Kraftstoff eine innerhalb gewisser Toleranzen liegende Viskosität. Wie oben erläutert, gibt es zwar bereits Methoden bzw. Ansätze zur Erkennung der Viskosität des Kraftstoffs, jedoch bedeuten die angesprochenen Maßnahmen üblicherweise einen erhöhten konstruktiven bzw. steuerungstechnischen Aufwand. Darüber hinaus ist es wesentlich, dass bei der eingangs genannten Schrift die Zulaufbohrung in den Steuerraum zwar als längliche Bohrung dargestellt ist, in der Praxis ist innerhalb der ein Durchmesser-/Längenverhältnis von etwa 1:2,5 aufweisenden Zulaufbohrung zur Beeinflussung der Durchflussmenge jedoch eine Strömungsverengung in Form einer Blende ausgebildet. Diese Blende bewirkt, dass der in den Steuerraum aus dem Hochdruckraum nachströmende Kraftstoff nach Passieren der Blende turbulent weiterströmt. Aus der Strömungstechnik ist es bekannt, dass der Durchfluss durch eine Blende viskositätsunabhängig ist, so dass herkömmliche Zulaufbohrungen einen temperarturunabhängigen Durchfluss aufweisen.During a cold start of an internal combustion engine, the viscosity of the fuel is usually higher than when the engine is at operating temperature. This has the consequence that, without influencing the injection parameters during the cold start, too little fuel is usually injected into the combustion chamber. It is therefore necessary or desirable, during the warm-up phase of the engine or the internal combustion engine, to gradually reduce the fuel quantity during an injection process from a relatively high value due to the low fuel temperature or its high viscosity until the engine has reached its operating temperature or the fuel is a viscosity within certain tolerances. As explained above, although there are already methods or approaches for detecting the viscosity of the fuel, but the measures mentioned usually have an increased design or control engineering effort. Moreover, it is essential that in the above-mentioned document, the inlet bore in the control chamber is indeed shown as an elongated bore, in practice, however, within the diameter / length ratio of about 1: 2.5 having inlet bore for influencing the flow rate Formed flow restriction in the form of a diaphragm. This diaphragm causes the fuel flowing out of the high-pressure chamber into the control chamber to continue to flow turbulently after passing through the diaphragm. It is known from flow technology that the flow through a diaphragm is independent of viscosity, so that conventional inlet bores have a temperature-independent flow.
Ausgehend von dem dargestellten Stand der Technik liegt der Erfindung die Aufgabe zugrunde, einen Kraftstoffinjektor nach dem Oberbegriff des Anspruchs 1 derart weiterzubilden, dass während eines Einspritztaktes eines Einspritzventilglieds (Düsennadel), insbesondere während der Aufwärmphase der Brennkraftmaschine, eine Solleinspritzmenge trotz unterschiedlicher Viskositäten des Kraftstoffs bei unterschiedlichen Temperaturen in den Brennraum der Brennkraftmaschine mit möglichst geringem Aufwand erzielt werden kann. Insbesondere soll es erreicht werden, dass auch bei einer relativ hohen Viskosität, d.h. bei einer relativ geringen Temperatur des Kraftstoffs, die gewünschte Einspritzmenge erzielt wird.Based on the illustrated prior art, the invention has the object, a fuel injector according to the preamble of claim 1 such that during a Einspritzeaktes an injection valve member (nozzle needle), in particular during the warm-up of the engine, a target injection amount despite different Viscosities of the fuel at different temperatures in the combustion chamber of the internal combustion engine can be achieved with the least possible effort. In particular, it should be achieved that even at a relatively high viscosity, ie at a relatively low temperature of the fuel, the desired injection quantity is achieved.
Diese Aufgabe wird erfindungsgemäß bei einem Kraftstoffinjektor mit den Merkmalen des Anspruchs 1 dadurch gelöst, dass der wenigstens eine Zuströmkanal, über den ein Nachströmen von Kraftstoff aus dem Hochdruckraum in den Steuerraum des Kraftstoffinjektors stattfindet, zur Ausbildung einer laminaren Durchströmung ausgebildet ist. Die Erfindung macht sich dabei die Erkenntnis zugrunde, dass beim Vorliegen einer laminaren Strömung die Durchflussmenge durch den Zuströmkanal viskositätsabhängig ist. Insbesondere wird dabei bei einer relativ hohen Viskosität ein gegenüber einer niedrigeren Viskosität verringerter Durchfluss ermöglicht. Dies hat zur Folge, dass der Druck im Steuerraum beim Öffnen der Ablaufbohrung stärker bzw. schneller abfällt, da der über den Zuströmkanal nachströmender Kraftstoff mit geringerer Durchflussmenge (pro Zeiteinheit) durch den Zuströmkanal nachströmt. Desweiteren wird beim Einleiten der Schließbewegung der Düsennadel durch Verschließen des Ablaufkanals der Druck im Steuerraum später bzw. zeitverzögert aufgebaut. Beide Eigenschaften haben zur Folge, dass die Dynamik der Bewegung des Einspritzventilglieds (Düsennadel) derart verändert wird, dass während eines Einspritztaktes eine erhöhte Kraftstoffmenge über die Einspritzöffnung in den Brennraum der Brennkraftmaschine eingespritzt wird. Da die Viskosität temperaturabhängig ist, verringern sich die Effekte bei zunehmender Kraftstofftemperatur. Somit wird eine gewünschte viskositäts- bzw. temperaturabhängige Einspritzmenge des Kraftstoffs in den Brennraum der Brennkraftmaschine erzielt.This object is achieved in a fuel injector with the features of claim 1, characterized in that the at least one inflow channel, takes place via which a post-flow of fuel from the high pressure chamber into the control chamber of the fuel injector to form a laminar flow. The invention is based on the finding that, in the presence of a laminar flow, the flow rate through the inflow channel is viscosity-dependent. In particular, at a relatively high viscosity, a flow which is reduced compared to a lower viscosity is made possible. This has the consequence that the pressure in the control chamber when opening the drain hole falls faster or faster, since the nachströmt over the inflow channel fuel flows at a lower flow rate (per unit time) through the inflow channel. Furthermore, when the closing movement of the nozzle needle is initiated by closing the drainage channel, the pressure in the control chamber is built up later or with a time delay. Both properties have the consequence that the dynamics of the movement of the injection valve member (nozzle needle) is changed such that during an injection cycle, an increased amount of fuel is injected via the injection port into the combustion chamber of the internal combustion engine. Since the viscosity is temperature-dependent, the effects decrease with increasing fuel temperature. Thus, a desired viscosity or temperature-dependent injection quantity of the fuel is achieved in the combustion chamber of the internal combustion engine.
Vorteilhafte Weiterbildungen des erfindungsgemäßen Kraftstoffinjektors sind in den Unteransprüchen angeführt. In den Rahmen der Erfindung fallen sämtliche Kombinationen aus zumindest zwei von in den Ansprüchen, der Beschreibung oder den Zeichnungen offenbarten Merkmalen.Advantageous developments of the fuel injector according to the invention are given in the dependent claims. All combinations of at least two of the features disclosed in the claims, the description or the drawings fall within the scope of the invention.
Erfindungsgemäß ist es vorgesehen, dass der wenigstens eine Zuströmkanal wenigstens eine in dem Einspritzglied zwischen dem Steuerraum und dem Hochdruckraum an der Mantelfläche des Einspritzglieds ausbildete Nut umfasst, deren Breiten-/Tiefenverhältnis kleiner 1:10, vorzugsweise etwa 1:20 beträgt. Bei dieser Idee wird im Gegensatz zu einer in einer Steuerraumhülse oder einem Ventilstück ausgebildeten Drosselbohrung auf diese verzichtet und stattdessen über eine gezielte Undichtigkeit in der Führung des Einspritzglieds in Form einer an der Umfangs- bzw. Mantelfläche des Einspritzglieds ausgebildeten Nut die Zuströmung des Kraftstoffs aus dem Hochdruckraum in den Steuerraum bewirkt. Diese Lösung hat konstruktiv insofern einen Vorteil, als dass die Festigkeit des Ventilstücks bzw. der Steuerraumhülse durch Drosselbohrungen nicht geschwächt wird, und dass andererseits durch die üblicherweise in axialer Richtung des Einspritzglieds relativ lang ausgebildete Führung eine einzige Nut ausreichend ist, um den viskositätsabhängigen Drosseleffekt des Zuströmkanals zu verwirklichen.According to the invention, it is provided that the at least one inflow channel comprises at least one groove formed in the injection member between the control chamber and the high-pressure chamber on the lateral surface of the injection member whose width / depth ratio is less than 1:10, preferably approximately 1:20. In contrast to a throttle bore formed in a control chamber sleeve or a valve piece, this idea is dispensed with and, instead, via a targeted leak in the guide of the injection member in the form of a groove formed on the circumferential or circumferential surface of the injection member, the inflow of the fuel from the High pressure chamber causes in the control room. This solution has a constructive extent in that the strength of the valve piece or the control chamber sleeve is not weakened by throttle bores, and that on the other hand by the usually relatively long in the axial direction of the injection member formed guide a single groove is sufficient to the viscosity-dependent throttling effect of To realize inflow channels.
Insbesondere aus strömungstechnischen Gründen kann es von Vorteil sein, mehrere Nuten vorzusehen, die dann in gleichmäßigen Winkelabständen zueinander angeordnet sind.In particular, for fluidic reasons, it may be advantageous to provide a plurality of grooves, which are then arranged at equal angular intervals to each other.
Um das Einspritzventilglied lediglich über einen Teilbereich seiner Länge mechanisch bearbeiten zu müssen ist es von Vorteil, wenn bei der Verwendung wenigstens einer Nut ein in dem Element eintauchender erster Abschnitt des Einspritzglieds auf der dem Hochdruckraum zugewandten Seite in einen zweiten Abschnitt übergeht, der einen gegenüber dem ersten Abschnitt geringeren Durchmesser aufweist.In order to mechanically process the injection valve member only over a partial region of its length, it is advantageous if, when at least one groove is used, a first section of the injection element immersed in the element merges into a second section on the side facing the high-pressure chamber, which faces the first first section has smaller diameter.
In einer nicht erfindungsgemäßen Ausgestaltung kann es vorgesehen sein, dass der wenigstens eine Zuströmkanal eine in dem Einspritzglied ausgebildete zweite Drosselbohrung umfasst, wobei das Durchmesser- /Längenverhältnis der Drosselbohrung kleiner 1:5, vorzugsweise etwa 1:10 beträgt. Diese Variante führt den Kraftstoff über eine beispielsweise in der Längsachse des Einspritzglieds (Düsennadel) ausgebildete Drosselbohrung zu, die dann beispielsweise über eine Querbohrung mit dem Hochdruckraum verbunden ist. Eine derartige Ausbildung hat den Vorteil, dass das Einspritzventilglied einen weitgehend konstanten Durchmesser aufweisen kann bzw. dass an der Umfangsfläche des Einspritzventils keine mechanischen Bearbeitungen erforderlich sind.In a non-inventive embodiment, it can be provided that the at least one inflow channel comprises a second throttle bore formed in the injection member, wherein the diameter / length ratio of the throttle bore is less than 1: 5, preferably about 1:10. This variant supplies the fuel via a throttle bore formed, for example, in the longitudinal axis of the injection member (nozzle needle), which is then connected to the high-pressure chamber, for example via a transverse bore. Such a design has the advantage that the injection valve member a largely may have constant diameter or that no mechanical machining is required on the peripheral surface of the injection valve.
Zur Ausbildung der wenigstens einen Nut ist es von Vorteil, wenn diese durch eine Laserbearbeitungsanlage erzeugt ist. Durch ein derartiges Verfahren lassen sich im großtechnischen Einsatz die benötigten Nuten mit der erforderlichen Genauigkeit einfach und zuverlässig herstellen.To form the at least one groove, it is advantageous if this is generated by a laser processing system. By such a method can be easily and reliably produce the required grooves in the industrial use with the required accuracy.
Weitere Vorteile, Merkmale und Einzelheiten der Erfindung ergeben sich aus der nachfolgenden Beschreibung bevorzugter Ausführungsbeispiele sowie anhand der Zeichnung.Further advantages, features and details of the invention will become apparent from the following description of preferred embodiments and from the drawing.
Diese zeigt in:
- Fig. 1
- einen Teilbereich eines nicht erfindungsgemäßen Kraftstoffinjektors im Längsschnitt und
- Fig. 2
- ein erfindungsgemäßes Einspritzglied und
- Fig. 3
- ein gegenüber
Fig. 1 abgewandeltes nicht erfindungsgemäßes Einspritzglied (Düsennadel) mit unterschiedlich ausgebildeten Zuströmkanälen für den Kraftstoff in den Steuerraum. Gleiche Elemente bzw. Elemente mit gleicher Funktion sind in den Figuren mit den gleichen Bezugsziffern versehen.
- Fig. 1
- a portion of a non-inventive fuel injector in longitudinal section and
- Fig. 2
- an inventive injection member and
- Fig. 3
- one opposite
Fig. 1 modified non-inventive injection member (nozzle needle) with differently shaped inflow channels for the fuel in the control room. The same elements or elements with the same function are provided in the figures with the same reference numerals.
In der
Der Kraftstoffinjektor 10 weist ein Injektorgehäuse 11 auf, in dem in einer Längsachse 12 ein Einspritzglied in Form einer Düsennadel 15 auf- und abbeweglich angeordnet ist. In der in der
Der Hochdruckraum 18 ist über eine Versorgungsbohrung 19 mit einem Kraftstoffanschlussstutzen 21 verbunden, der wiederum über eine nicht dargestellte Verbindung insbesondere mit einem Hochdruckspeicher (Rail) für den Kraftstoff verbunden ist.The high-
Innerhalb des Injektorgehäuses 11 ist eine Stufenbohrung 22 ausgebildet, die im Wesentlichen zwei Bohrungsabschnitte 23, 24 aufweist. Der einen geringeren Bohrungsdurchmesser aufweisende erste Bohrungsabschnitt 23 befindet sich im Bereich des Hochdruckraums 18. In den ersten Bohrungsabschnitt 23 ragt in axialer Richtung betrachtet ein Abschnitt eines Ventilstücks 25 hinein, das seinerseits im Übergangsbereich zwischen den beiden Bohrungsabschnitten 23, 24 axial an einer Stirnseite 26 der Stufenbohrung 22 anliegt. Innerhalb des zweiten Bohrungsabschnitts 24 sind neben einem zweiten Teilbereich des Ventilstücks 25 in axialer Richtung betrachtet ein ringförmiges Abschirmelement 27, ein ebenfalls ringförmiges Gehäuseteil 28 und ein Spannring 29 angeordnet, der mittels einer Gewindeverbindung 30 dazu ausgebildet ist, die angesprochenen Bauteile axial gegen die Stirnseite 26 der der Stufenbohrung 22 zu verspannen.Within the injector housing 11, a stepped bore 22 is formed, which has two
Innerhalb des Gehäuseteils 28 ist ein Aktuator 32 zur zumindest mittelbaren Betätigung der Düsennadel 15 angeordnet, der einen Magnetanker 33 aufweist. Der Magnetanker 33 wirkt mit einer Magnetspule 34 zusammen, die in einer ringförmigen Ausnehmung eines Magnetkerns 35 eingesetzt ist. Der Magnetkern 35 ist wiederum unter Zwischenlage einer Auflageplatte 36 zwischen einer Stufe 37 am Gehäuseteil 28 und dem Spannring 29 angeordnet.Within the
Der Magnetanker 33 weist fluchtend zur Längsachse 12 eine Durchgangsbohrung 38 auf, in der ein Führungsstift 39 angeordnet ist. Der Führungsstift 39 dient der Axialführung des Magnetankers 33 und stützt sich auf der dem Ventilstück 25 abgewandten Seite axial gegen die Auflageplatte 36 ab. Der Magnetanker 33 ist mittels einer Druckfeder 41 in Richtung einer Stirnfläche 42 des Ventilstücks 25 kraftbeaufschlagt und bildet in der in der
Der in dem ersten Bohrungsabschnitt 23 der Stufenbohrung 22 hineinragende Abschnitt des Ventilstücks 25 weist in der Längsachse 12 eine aus mehreren Bohrungsabschnitten ausgebildete Durchgangsbohrung auf, die auf der der Düsennadel 15 zugewandten Seite einen Führungsabschnitt 44 ausbildet. Innerhalb des Führungsabschnitts 44 taucht der der wenigstens einen Einspritzöffnung 17 abgewandte Endbereich der Düsennadel 15 in den Führungsabschnitt 44 ein und ist von diesem radial und axial geführt. Innerhalb des Ventilstücks 25 ist ein Steuerraum 45 ausgebildet, der über eine Ablaufbohrung 46 mit integrierter Abströmdrossel 47 in einen Niederdruckraum 50 druckentlastbar ist. Hierzu mündet die Ablaufbohrung 46 in der Stirnfläche 42 des Ventilstücks 25 und ist radial von der Dichtfläche 43 des Magnetankers 33 umgeben.The protruding into the first bore portion 23 of the stepped bore 22 portion of the
Der Steuerraum 45 ist nicht erfindungsgemäß über wenigstens zwei, in gleichmäßigen Winkelabständen zueinander angeordneten Zuströmkanälen in Form von ersten Drosselbohrungen 48, 49 mit dem Hochdruckraum 18 hydraulisch verbunden, die in der radial umlaufenden Wand des Ventilstücks 25 ausgebildet sind und senkrecht zur Längsachse 12 verlaufen. Erfindungsgemäß ist es wesentlich, dass die vorzugsweise durch eine Laserstrahleinrichtung erzeugten ersten Drosselbohrungen 48, 49 derart ausgebildet sind, dass beim Zuströmen von Kraftstoff aus dem Hochdruckraum 18 in den Steuerraum 45 eine laminare Strömung herrscht. Hierzu ist es nicht erfindungsgemäß vorgesehen, dass das Durchmesser- /Längenverhältnis der beiden, vorzugsweise identisch ausgebildeten ersten Drosselbohrungen 48, 49 kleiner 1:5, vorzugsweise etwa 1:10 ist. Eine derartige Ausbildung bewirkt eine von der Viskosität des Kraftstoffs im Hochdruckraum 18 abhängige Durchflussmenge des Kraftstoffs in den Steuerraum 45. Wenn anstelle von zwei Drosselbohrungen 48, 49 drei Drosselbohrungen verwendet werden, so beträgt ein vorzugsweises Durchmesser- /Längenverhältnis der drei Drosselbohrungen etwa 1:15.The
Zum Einspritzen von Kraftstoff in den (nicht gezeigten) Brennraum der Brennkraftmaschine wird der Aktuator 32 durch eine Bestromung der Magnetspule 34 betätigt. Dadurch hebt der Magnetanker 33 mit seiner Dichtfläche 43 von der Stirnfläche 42 des Ventilstücks 25 ab, wodurch ein Abströmen von Kraftstoff aus dem Steuerraum 45 über die Ablaufbohrung 46 in den Niederdruckraum 50 des Injektorgehäuses 11 ermöglicht wird, in dem auch der Aktuator 32 angeordnet ist. Der Niederdruckraum 50 ist wiederum auf an sich bekannte, und daher nicht gezeigte Art und Weise mit einem Kraftstoffrücklauf des Kraftstoffinjektors 10 hydraulisch verbunden. Der Druckabfall im Steuerraum 45 bewirkt, dass die Düsennadel 15 von ihrem Dichtsitz 16 abhebt und die wenigstens eine Einspritzöffnung 17 freigibt. Bei kaltem, d.h. eine relativ hohe Viskosität aufweisendem Kraftstoff strömt der Kraftstoff aus dem Hochdruckraum 18 über die beiden ersten Drosselbohrungen 48, 49 infolge der viskositätsabhängigen Durchflussmenge gegenüber Kraftstoff mit niedrigerer Viskosität verzögert nach, sodass ein besonders schneller Druckabfall im Steuerraum 45 erzielt wird, und somit auch ein besonders schnelles Abheben der Düsennadel 15 von dem Dichtsitz 16.For injecting fuel into the (not shown) combustion chamber of the internal combustion engine, the
Zum Stoppen des Einspritzvorgangs wird die Magnetspule 34 von der Spannungsquelle abgetrennt, sodass der Magnetanker 33 durch die Federkraft der Druckfeder 42 gegen die Stirnfläche 42 des Ventilstücks 25 gedrückt wird, um einen weiteren Abfluss von Kraftstoff aus dem Steuerraum 45 in den Niederdruckraum 50 zu unterbinden. Durch den nachströmenden Kraftstoff aus dem Hochdruckraum 18 in den Steuerraum 45 nimmt dabei der hydraulische Druck auf die eine Stirnfläche der Düsennadel 15 zu, sodass diese wieder in Richtung Ihres Dichtsitzes 16 (insbesondere durch Unterstützung einer in der
In der
Zuletzt ist in der
Der soweit beschriebene Kraftstoffinjektor 10 kann in vielfältiger Art und Weise abgewandelt bzw. modifiziert werden, wie in den beigefügten Ansprüchen definiert. Insbesondere kann es auch vorgesehen sein, dass der Steuerraum 45 durch eine sogenannte Steuerraumhülse ausgebildet bzw. begrenzt ist, die in Analogie zu dem in dem ersten Bohrungsabschnitt 23 angeordneten Bereich des Ventilstücks 25, 25a angeordnet ist und die dann ggf. die ersten Drosselbohrungen 48, 49 aufweisen kann.The
Claims (4)
- Fuel injector (10), having an injector housing (11) in which there is formed at least one injection opening (17) for injecting fuel into the combustion chamber of an internal combustion engine, wherein the throughflow through the at least one injection opening (17) is controllable by means of an injection element (15) which is movable up and down in a longitudinal axis (12), in particular by means of a nozzle needle, wherein the injection element (15) is arranged in a high-pressure chamber (18) and protrudes, with an end region averted from the at least one injection opening (17), into an element (25; 25a) which delimits a control chamber (45), and wherein the control chamber (45) is hydraulically connected via at least one inflow channel (48, 49; 51; 55) to the high-pressure chamber (18) and can be relieved of pressure via an outflow channel (46) into a low-pressure region (50),
characterized
in that the at least one inflow channel (48, 49; 51) is designed to form a laminar throughflow of the fuel, and comprises at least one groove (51) which is formed in the injection element (15) between the control chamber (45) and the high-pressure chamber (18) at the shell surface of the injection element (15), the width/depth ratio of which groove amounts to less than 1:10, preferably approximately 1:20. - Fuel injector according to Claim 1,
characterized
in that, in the case of multiple grooves (51) being provided, the multiple grooves (51) are arranged at uniform angular intervals with respect to one another. - Fuel injector according to either of Claims 1 and 2,
characterized
in that, in the case of at least one groove (51) being used, a first section (52), which protrudes into the element (25a), of the injection element (15) transitions, on the side facing towards the high-pressure chamber (18), into a second section (53) which has a smaller diameter than the first section (52). - Fuel injector according to one of Claims 1 to 3,
characterized
in that the element is a valve piece (25; 25a) which is insertable into the injector housing, or is a control chamber sleeve.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102013224404.5A DE102013224404A1 (en) | 2013-11-28 | 2013-11-28 | fuel injector |
PCT/EP2014/071594 WO2015078629A1 (en) | 2013-11-28 | 2014-10-09 | Fuel injector |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3074623A1 EP3074623A1 (en) | 2016-10-05 |
EP3074623B1 true EP3074623B1 (en) | 2018-08-15 |
Family
ID=51663199
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP14781567.4A Active EP3074623B1 (en) | 2013-11-28 | 2014-10-09 | Fuel injector |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP3074623B1 (en) |
DE (1) | DE102013224404A1 (en) |
WO (1) | WO2015078629A1 (en) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB201412086D0 (en) * | 2014-07-08 | 2014-08-20 | Delphi International Operations Luxembourg S.�.R.L. | Fuel injector for an internal combustion engine |
DE102014215749A1 (en) | 2014-08-08 | 2016-02-11 | Continental Automotive Gmbh | Throttle device for controlling an amount of fuel to be supplied to a fuel injector and injector |
DE102015226326A1 (en) * | 2015-12-21 | 2017-06-22 | Robert Bosch Gmbh | Hydraulic coupler and fuel injection valve with such |
DE102019200237A1 (en) | 2019-01-10 | 2020-07-16 | Robert Bosch Gmbh | Fuel injector |
DE102019203658A1 (en) * | 2019-03-19 | 2020-09-24 | Robert Bosch Gmbh | Fuel injector |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE69626097T2 (en) * | 1995-08-29 | 2003-10-30 | Isuzu Motors Ltd | FUEL INJECTION DEVICE OF THE STORAGE GENERATION |
DE10131640A1 (en) * | 2001-06-29 | 2003-01-16 | Bosch Gmbh Robert | Fuel injector with injection course shaping through switchable throttle elements |
DE10131631A1 (en) * | 2001-06-29 | 2003-01-16 | Bosch Gmbh Robert | Fuel injector with control chamber optimized for high pressure resistance |
JP2003113761A (en) * | 2001-08-01 | 2003-04-18 | Denso Corp | Fuel injection valve |
DE60208615T2 (en) * | 2001-09-20 | 2006-09-14 | Denso Corp., Kariya | Fuel injection valve with throttling perforated plate |
JP2004278357A (en) * | 2003-03-13 | 2004-10-07 | Denso Corp | Injector |
JP2004332545A (en) * | 2003-04-30 | 2004-11-25 | Mitsubishi Heavy Ind Ltd | Fuel injection device for internal combustion engine |
DE102006009659A1 (en) * | 2005-07-25 | 2007-02-01 | Robert Bosch Gmbh | Fuel injection device for internal combustion engine, has valve unit arranged in housing and composed of several parts including control piston and nozzle needle, where piston and needle are coupled to each other via hydraulic coupler |
DE102006049830A1 (en) | 2006-10-23 | 2008-04-24 | Robert Bosch Gmbh | Fuel injecting valve device for mixture-compressing, spark-ignited internal-combustion engine, has blind hole extending in axial direction, and piston end opened to valve control chamber, where hole extends in area of guiding section |
JP5120293B2 (en) * | 2009-02-20 | 2013-01-16 | 株式会社デンソー | Fuel injection valve |
JP5625837B2 (en) * | 2010-03-31 | 2014-11-19 | 株式会社デンソー | Fuel injection device |
DE102011086249A1 (en) * | 2011-11-14 | 2013-05-16 | Robert Bosch Gmbh | Fuel injector, particularly common rail injector for injecting fuel into combustion chamber of internal combustion engine, has nozzle needle adjustable between closed position and open position |
-
2013
- 2013-11-28 DE DE102013224404.5A patent/DE102013224404A1/en not_active Withdrawn
-
2014
- 2014-10-09 EP EP14781567.4A patent/EP3074623B1/en active Active
- 2014-10-09 WO PCT/EP2014/071594 patent/WO2015078629A1/en active Application Filing
Non-Patent Citations (1)
Title |
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None * |
Also Published As
Publication number | Publication date |
---|---|
EP3074623A1 (en) | 2016-10-05 |
WO2015078629A1 (en) | 2015-06-04 |
DE102013224404A1 (en) | 2015-05-28 |
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