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WO1999066192A1 - Valve control unit for a fuel injection valve - Google Patents

Valve control unit for a fuel injection valve Download PDF

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Publication number
WO1999066192A1
WO1999066192A1 PCT/DE1999/001661 DE9901661W WO9966192A1 WO 1999066192 A1 WO1999066192 A1 WO 1999066192A1 DE 9901661 W DE9901661 W DE 9901661W WO 9966192 A1 WO9966192 A1 WO 9966192A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve control
control piston
end member
channel
control unit
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.)
Ceased
Application number
PCT/DE1999/001661
Other languages
German (de)
French (fr)
Inventor
Dieter Kienzler
Friedrich Boecking
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to JP2000554981A priority Critical patent/JP2002518629A/en
Priority to DE59907284T priority patent/DE59907284D1/en
Priority to KR1020007001521A priority patent/KR20010022916A/en
Priority to EP99936421A priority patent/EP1029173B1/en
Publication of WO1999066192A1 publication Critical patent/WO1999066192A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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
    • 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
    • F02M2547/00—Special features for fuel-injection valves actuated by fluid pressure
    • F02M2547/008—Means for influencing the flow rate out of or into a control chamber, e.g. depending on the position of the needle

Definitions

  • the invention is based on a valve control unit for a fuel injection valve, in particular for a common rail injector, according to the preamble of patent claim 1.
  • Such a valve control unit has become known, for example, from EP_0_661_442_A1.
  • Valve control units are provided to influence the pressurization of one end of a displaceably mounted valve control piston.
  • the other end of the valve control piston can act on a nozzle needle, so that the nozzle needle either seals the injection opening or allows fuel to escape from the injection opening.
  • Pressurization of an end member of the valve control piston is carried out by changing the pressure conditions within a first valve control chamber, which is connected to a high-pressure accumulator (common rail) via an inlet channel.
  • a first valve control chamber which is connected to a high-pressure accumulator (common rail) via an inlet channel.
  • an outlet channel is connected to a second one with the first valve control chamber continuously connected valve control room is open. Therefore, the pressure in the first valve control chamber and thus the hydraulic force on the valve control piston decrease.
  • the first valve control chamber has only a small volume, so that opening the drain channel results in a rapid loss of pressure within the first valve control chamber.
  • the known valve control unit has, in particular, only a small volume of the first valve control chamber because the valve control piston bears in the region of the passage from the first to the second valve control chamber against a hydraulic stop (fuel cushion) which is formed in this passage region.
  • a volume increase would lead to a disadvantageous vibration behavior of the valve control piston resting against the stop in the event of a hydraulic stop.
  • the leakage of fuel into the second valve control chamber corresponds to the pressure loss within the valve control chamber and only sets to a constant value after a certain time.
  • valve control piston can be moved in the direction of the injection opening so that it is closed again. Because of the considerable pressure loss (with the drain channel open) within the first and second valve control chambers, movement of the valve control piston in the direction of the injection opening (nozzle needle) is only achieved after a certain time, namely when sufficient pressure has been built up again within the first valve control chamber. At the end of the injection process, the
  • Injection opening by means of the nozzle needle cannot be closed at high speed because such a movement of the valve control piston is not possible.
  • valve control unit according to the invention for a fuel injection valve in particular for a common rail injector, has the characterizing features of patent claim 1 for a faster closing process of the nozzle needle to end the injection process.
  • the fluidic connection between the first and second valve control chambers is established by a throttle channel which is within the end member of the
  • Valve control piston is formed. With regard to the flow of the fuel from a high-pressure accumulator (common rail) through the first valve control chamber into the outlet channel, the inlet channel and the throttle channel are connected in series. A defined flow of fuel is between the throttle channel Valve control rooms and the drain channel guaranteed.
  • the design of the throttle channel enables a mechanical stop of the end member of the valve control piston at edge regions of the passage between the first and second valve control spaces. The end member of the valve control piston can strike there and seal the drain opening, so that fuel can only get into the second valve control chamber and thus into the drain channel via the throttle channel. Due to the mechanical stop, the first valve control chamber can have a large volume without a
  • Vibration behavior of the valve control piston can occur. This increase in volume compared to the prior art leads to a slow pressure drop taking place within the first valve control chamber. After the drain channel has been closed, only the pressure within the smaller second valve control chamber has to be increased in order to pressurize the valve control piston. The valve spool can react faster to move the nozzle needle.
  • Valve control unit are shown in the drawing and explained in the description below. Show it :
  • FIG. 1 shows a longitudinal section through a valve control unit according to the invention.
  • FIG. 2 shows a longitudinal section through a further end member of a valve control piston for a valve control unit according to FIG. 1.
  • valve control unit 1 is in an idle state in which the injection opening is closed, which is not shown in FIG. 1.
  • the valve control unit 1 has a housing body 2, in which a valve control piston 3 is slidably mounted.
  • a first valve control chamber 5 is formed above a piston surface 4 that can be pressurized.
  • the first is via an inlet channel in the form of an inlet throttle 6
  • Valve control room 5 connected to a high pressure accumulator (common rail). With the help of a passage 7, fuel can get into a second valve control chamber 8.
  • the second valve control chamber 8 has a connection to an outlet channel in the form of an outlet throttle 9 at an end member opposite the passage 7.
  • the outlet throttle 9 is closed in the state shown in FIG. 1 by a valve ball 10 of a solenoid valve, which is not shown in detail in FIG. 1. If the outlet throttle 9 is now opened with the aid of the solenoid valve by the valve ball 10 opening an outlet opening 11, fuel can escape in the direction of the arrow 12 and be directed into a storage container.
  • the pressure within the second valve control chamber 8 decreases.
  • Pre-injection can be carried out in a known manner by means of the valve control unit 1.
  • the pressure within the first valve control chamber also changes, so that an end member of the valve control piston 3 moves in such a way that an end face 14 of the end member 13 comes to rest against stop faces 15 of edge regions 16 of the passage 7.
  • Fuel can pass through a throttle channel in the form of a further inlet throttle 17.
  • the inlet throttle 17 extends from an outer circumferential surface 18 of the end member 13 to its end face 14.
  • a stop of the end member 13 at the edge regions 16 can result in a fuel exchange between the first valve control chamber 5 and the second valve control chamber 8.
  • the inlet throttle 6 and the further inlet throttle 17 are connected in series.
  • the flow inside the inlet throttle 17 is smaller than inside the inlet throttle 6.
  • the first valve control chamber 5 is connected to the high-pressure accumulator and has a pressure within its volume that is comparable to that of the high-pressure accumulator because a pressure equalization between the
  • Valve control rooms 5 and 8 can only take place slowly due to the volume ratios and the flow cross sections of the inlet throttles 6 and 17.
  • Valve control unit 1 will first be the drain opening 11 closed. Almost high pressure is formed within the first valve control chamber 5, so that only the second valve control chamber 8 has to be filled with high pressure so that the valve control piston 3 is moved in the direction of arrow 19.
  • valve control piston 3 Due to the design of the valve control piston 3 with respect to its end member 13, which is formed coaxially with the valve control piston 3 with a reduced outer diameter, the free volume of the first valve control chamber 5 can be further increased.
  • volume increase of the valve control chamber 5 in conjunction with the mechanical stop supports the occurrence of only a slow pressure loss within the first valve control chamber 5 when the drain opening 11 is opened. This has a positive effect on a high closing speed of the valve control piston 3 or a nozzle needle (not shown).
  • FIG. 1 Another embodiment of an end member 20 of the valve control piston 3 is shown in FIG.
  • the end member 20 has an inlet throttle 21 which runs transversely to the longitudinal axis of the valve control piston 3 and is connected in a T-shape to a further inlet throttle 22.
  • inlet throttle 21 When fuel enters the inlet throttles 21 or 22, fuel can pass from the first valve control chamber 5 into the second valve control chamber 8.

Landscapes

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

Abstract

The invention relates to a valve control unit (1) for a fuel injection valve, comprising two communicating valve control chambers (5, 8). The end member (13) of a valve control piston (3) that may be impinged upon with pressure is located inside the first valve control chamber (5) that is connected to a supply channel (6). Said member can be displaced in such a way that the flow cross section for fuel exchange may be shifted from the first valve control chamber (5) to the second valve control chamber (8) that is connected to a drain channel (9). A throttle channel (17) for fuel exchange between the valve control chambers (5, 8) is embodied in the end member (13) of the valve control piston (3). Due to the configuration of the throttle channel (17), mechanical stop of the end member (13) of the valve control piston (3) is made possible on the edge areas of the passage between the valve control chambers (5, 8). The stop makes it possible to enlarge the volume of the first valve control chamber (5), said volume enlargement having no negative effect on the performance of the stop of the end member (13). Increased reaction speed of the valve control piston (3) after conclusion of the injection process can be obtained as final result of these constructional measures.

Description

Ventilsteuereinheit für ein KraftstoffeinspritzventilValve control unit for a fuel injector

Stand der TechnikState of the art

Die Erfindung geht aus von einer Ventilsteuereinheit für ein Kraftstoffeinspritzventil , insbesondere für einen Common- rail-Injektor, nach der Gattung des Patentanspruchs 1.The invention is based on a valve control unit for a fuel injection valve, in particular for a common rail injector, according to the preamble of patent claim 1.

Eine derartige Ventilsteuereinheit ist beispielsweise durch die EP_0_661_442_A1 bekanntgeworden.Such a valve control unit has become known, for example, from EP_0_661_442_A1.

Ventilsteuereinheiten sind dazu vorgesehen, die Druckbeaufschlagung des einen Endes eines verschieblich gelagerten Ventilsteuerkolbens zu beeinflussen. Das andere Ende des Ventilsteuerkolbens kann auf eine Düsennadel einwirken, so daß die Düsennadel entweder die Einspritzöffnung abdichtet oder aber den Austritt von Kraftstoff aus der Einspritzöffnung zuläßt.Valve control units are provided to influence the pressurization of one end of a displaceably mounted valve control piston. The other end of the valve control piston can act on a nozzle needle, so that the nozzle needle either seals the injection opening or allows fuel to escape from the injection opening.

Bei der bekannten Ventilsteuereinheit wird dieIn the known valve control unit

Druckbeaufschlagung eines Endglieds des Ventilsteuerkolbens durch Änderung der Druckverhältnisse innerhalb eines ersten Ventilsteuerraums durchgeführt, der über einen Zulaufkanal mit einem Hochdruckspeicher (common rail) verbunden ist. Beim Ansteuern der Ventilsteuereinheit wird ein Ablaufkanal, der an einen zweiten mit dem ersten Ventilsteuerraum durchgängig verbundenen Ventilsteuerraum angeschlossen ist, geöffnet. Deshalb sinkt der Druck im ersten Ventilsteuerraum und damit die hydraulische Kraft auf den Ventilsteuerkolben. Nachteiligerweise weist der erste Ventilsteuerraum nur ein geringes Volumen auf, so daß eine Öffnung des Ablaufkanals einen schnellen Druckverlust innerhalb des ersten Ventilsteuerraums zur Folge hat. Die bekannte Ventilsteuereinheit weist insbesondere deshalb nur ein geringes Volumen des ersten Ventilsteuerraums auf, weil der Ventilsteuerkolben im Bereich des Durchgangs vom ersten zum zweiten Ventilsteuerraum an einem hydraulischen Anschlag (Kraftstoffpolster) anliegt, der sich in diesem Durchgangsbereich ausbildet. Eine Volumenvergrößerung würde bei einem hydraulischen Anschlag zu einem nachteiligen Schwingungsverhalten des am Anschlag anliegenden Ventilsteuerkolbens führen.Pressurization of an end member of the valve control piston is carried out by changing the pressure conditions within a first valve control chamber, which is connected to a high-pressure accumulator (common rail) via an inlet channel. When the valve control unit is activated, an outlet channel is connected to a second one with the first valve control chamber continuously connected valve control room is open. Therefore, the pressure in the first valve control chamber and thus the hydraulic force on the valve control piston decrease. Disadvantageously, the first valve control chamber has only a small volume, so that opening the drain channel results in a rapid loss of pressure within the first valve control chamber. The known valve control unit has, in particular, only a small volume of the first valve control chamber because the valve control piston bears in the region of the passage from the first to the second valve control chamber against a hydraulic stop (fuel cushion) which is formed in this passage region. A volume increase would lead to a disadvantageous vibration behavior of the valve control piston resting against the stop in the event of a hydraulic stop.

Weiterhin ist der Austritt von Kraftstoff (Dieselkraftstoff) aus dem ersten Ventilsteuerraum über den zweiten Ventilsteuerraum in den Ablaufkanal lediglich über einenFurthermore, the exit of fuel (diesel fuel) from the first valve control chamber via the second valve control chamber into the drain channel is only via one

Spalt im Bereich des hydraulischen Anschlags möglich, indem zwischen dem Endglied des Ventilsteuerkolbens und Randbereichen des Durchgangs zwischen den beiden Steuerräumen Kraftstoff hindurchtreten kann. Der Austritt von Kraftstoff in den zweiten Ventilsteuerraum korrespondiert mit dem Druckverlust innerhalb des Ventilsteuerraums und stellt sich erst nach einer gewissen Zeit auf einen konstanten Wert ein.Gap possible in the area of the hydraulic stop by allowing fuel to pass between the end member of the valve control piston and edge areas of the passage between the two control spaces. The leakage of fuel into the second valve control chamber corresponds to the pressure loss within the valve control chamber and only sets to a constant value after a certain time.

Mit Hilfe einer erneuten Ansteuerung der Ventilsteuereinheit wird der Ablaufkanal wieder verschlossen. Durch einen Druckaufbau innerhalb der Ventilsteuerräume kann der Ventilsteuerkolben in Richtung der Einspritzöffnung bewegt werden, so daß diese wieder geschlossen wird. Aufgrund des (bei geöffnetem Ablaufkanal) erheblichen Druckverlustes innerhalb des ersten und zweiten Ventilsteuerraums wird eine Bewegung des Ventilsteuerkolbens in Richtung Einspritzöffnung (Düsennadel) erst nach einer gewissen Zeit erreicht, wenn nämlich ein ausreichender Druck innerhalb des ersten Ventilsteuerraums wieder aufgebaut ist. Bei Beendigung des Einspritzvorgangs kann daher dieThe drain channel is closed again with the aid of renewed activation of the valve control unit. Through a Pressure build-up within the valve control chambers, the valve control piston can be moved in the direction of the injection opening so that it is closed again. Because of the considerable pressure loss (with the drain channel open) within the first and second valve control chambers, movement of the valve control piston in the direction of the injection opening (nozzle needle) is only achieved after a certain time, namely when sufficient pressure has been built up again within the first valve control chamber. At the end of the injection process, the

Einspritzöffnung mittels der Düsennadel nicht mit hoher Geschwindigkeit geschlossen werden, weil eine solche Bewegung des Ventilsteuerkolbens nicht möglich ist.Injection opening by means of the nozzle needle cannot be closed at high speed because such a movement of the valve control piston is not possible.

Vorteile der ErfindungAdvantages of the invention

Die erfindungsgemäße Ventilsteuereinheit für ein Kraftstoffeinspritzventil, insbesondere für einen Common- rail-Injektor, weist für einen schnelleren Schließvorgang der Düsennadel zur Beendigung des Einspritzvorgangs die kennzeichnenden Merkmale des Patentanspruchs 1 auf .The valve control unit according to the invention for a fuel injection valve, in particular for a common rail injector, has the characterizing features of patent claim 1 for a faster closing process of the nozzle needle to end the injection process.

Die strömungstechnische Verbindung zwischen dem ersten und zweiten Ventilsteuerräum wird durch einen Drosselkanal hergestellt, der innerhalb des Endglieds desThe fluidic connection between the first and second valve control chambers is established by a throttle channel which is within the end member of the

Ventilsteuerkolbens ausgebildet ist. Hinsichtlich der Strömungsführung des Kraftstoffs von einem Hochdruckspeicher (common rail) durch den ersten Ventilsteuerraum hindurch in den Ablaufkanal sind der Zulaufkanal und der Drosselkanal in Reihe hintereinander geschaltet. Durch den Drosselkanal wird eine definierte Strömung von Kraftstoff zwischen Ventilsteuerräumen und dem Ablaufkanal gewährleistet. Die Ausbildung des Drosselkanals ermöglicht einen mechanischen Anschlag des Endglieds des Ventilsteuerkolbens an Randbereichen des Durchgangs zwischen dem ersten und zweiten Ventilsteuerräum. Das Endglied des Ventilsteuerkolbens kann dort anschlagen und die AblaufÖffnung abdichten, so daß Kraftstoff nur über den Drosselkanal in den zweiten Ventilsteuerraum und damit in den Ablaufkanal gelangen kann. Aufgrund des mechanischen Anschlags kann der erste Ventilsteuerraum ein großes Volumen besitzen, ohne daß einValve control piston is formed. With regard to the flow of the fuel from a high-pressure accumulator (common rail) through the first valve control chamber into the outlet channel, the inlet channel and the throttle channel are connected in series. A defined flow of fuel is between the throttle channel Valve control rooms and the drain channel guaranteed. The design of the throttle channel enables a mechanical stop of the end member of the valve control piston at edge regions of the passage between the first and second valve control spaces. The end member of the valve control piston can strike there and seal the drain opening, so that fuel can only get into the second valve control chamber and thus into the drain channel via the throttle channel. Due to the mechanical stop, the first valve control chamber can have a large volume without a

Schwingungsverhalten des Ventilsteuerkolbens auftreten kann. Diese im Vergleich zum Stand der Technik ausgebildete Volumenvergrößerung führt dazu, dazu innerhalb des ersten Ventilsteuerraums ein langsamer Druckabfall stattfindet. Nach Schließen des Ablaufkanals muß lediglich der Druck innerhalb des kleineren zweiten Ventilsteuerraum erhöht werden, um die Druckbeaufschlagung des Ventilsteuerkolbens durchzuführen. Der Ventilsteuerkolbens kann zur Bewegung der Düsennadel schneller reagieren.Vibration behavior of the valve control piston can occur. This increase in volume compared to the prior art leads to a slow pressure drop taking place within the first valve control chamber. After the drain channel has been closed, only the pressure within the smaller second valve control chamber has to be increased in order to pressurize the valve control piston. The valve spool can react faster to move the nozzle needle.

Weitere Vorteile und vorteilhafte Ausgestaltungen des Gegenstands der Erfindung sind der Beschreibung, der Zeichnung und den Ansprüchen entnehmbar.Further advantages and advantageous configurations of the subject matter of the invention can be found in the description, the drawing and the claims.

Zeichnungdrawing

Ausführungsbeispiele der erfindungsgemäßenEmbodiments of the invention

Ventilsteuereinheit sind in der Zeichnung dargestellt und in der nachfolgenden Beschreibung erläutert . Es zeigen :Valve control unit are shown in the drawing and explained in the description below. Show it :

Fig. 1 einen Längsschnitt durch eine erfindungsgemäße Ventilsteuereinheit ;1 shows a longitudinal section through a valve control unit according to the invention.

Fig. 2 einen Längsschnitt durch ein weiteres Endglied eines Ventilsteuerkolbens für eine Ventilsteuereinheit gemäß Figur 1.2 shows a longitudinal section through a further end member of a valve control piston for a valve control unit according to FIG. 1.

Beschreibung der AusführungsbeispieleDescription of the embodiments

Das Ausführungsbeispiel einer Ventilsteuereinheit 1 befindet sich in einem Ruhezustand, bei dem die Einspritzöffnung geschlossen ist, die in der Figur 1 nicht gezeigt ist.The exemplary embodiment of a valve control unit 1 is in an idle state in which the injection opening is closed, which is not shown in FIG. 1.

Die Ventilsteuereinheit 1 weist einen Gehäusekörper 2 auf, in dem ein Ventilsteuerkolben 3 verschieblich gelagert ist. Oberhalb einer druckbeaufschlagbaren Kolbenfläche 4 ist ein erster Ventilsteuerraum 5 ausgebildet. Über einen Zulaufkanal in Form einer Zulaufdrossel 6 ist der ersteThe valve control unit 1 has a housing body 2, in which a valve control piston 3 is slidably mounted. A first valve control chamber 5 is formed above a piston surface 4 that can be pressurized. The first is via an inlet channel in the form of an inlet throttle 6

Ventilsteuerraum 5 mit einem Hochdruckspeicher (common rail) verbunden. Mit Hilfe eines Durchgangs 7 kann Kraftstoff in einen zweiten Ventilsteuerraum 8 gelangen. Der zweite Ventilsteuerraum 8 besitzt an einem dem Durchgang 7 gegenüberliegenden Endglied eine Verbindung zu einem Ablaufkanal in Form einer Ablaufdrossel 9 . Die Ablaufdrossel 9 ist im dargestellten Zustand der Figur 1 durch eine Ventilkugel 10 eines Magnetventils geschlossen, das in der Figur 1 nicht näher dargestellt ist . Wenn nun die Ablaufdrossel 9 mit Hilfe des Magnetventils geöffnet wird, indem die Ventilkugel 10 eine AblaufÖffnung 11 freigibt, kann Kraftstoff in Pfeilrichtung 12 austreten und in ein Vorratsbehältnis geleitet werden. Der Druck innerhalb des zweiten Ventilsteuerraums 8 nimmt ab. DieValve control room 5 connected to a high pressure accumulator (common rail). With the help of a passage 7, fuel can get into a second valve control chamber 8. The second valve control chamber 8 has a connection to an outlet channel in the form of an outlet throttle 9 at an end member opposite the passage 7. The outlet throttle 9 is closed in the state shown in FIG. 1 by a valve ball 10 of a solenoid valve, which is not shown in detail in FIG. 1. If the outlet throttle 9 is now opened with the aid of the solenoid valve by the valve ball 10 opening an outlet opening 11, fuel can escape in the direction of the arrow 12 and be directed into a storage container. The pressure within the second valve control chamber 8 decreases. The

Voreinspritzung läßt sich mittels der Ventilsteuereinheit 1 in bekannter Weise durchführen. Auch der Druck innerhalb des ersten Ventilsteuerraums ändert sich, so daß sich ein Endglied des Ventilsteuerkolbens 3 derart verschiebt, daß eine Stirnfläche 14 des Endglieds 13 an Anschlagflächen 15 von Randbereichen 16 des Durchgangs 7 zur Anlage kommen. Dabei kann Kraftstoff durch einen Drosselkanal in Form einer weiteren Zulaufdrossel 17 hindurchtreten. Die Zulaufdrossel 17 erstreckt sich von einer Außenumfangsfläche 18 des Endglieds 13 bis zu ihrer Stirnseite 14. Trotz einesPre-injection can be carried out in a known manner by means of the valve control unit 1. The pressure within the first valve control chamber also changes, so that an end member of the valve control piston 3 moves in such a way that an end face 14 of the end member 13 comes to rest against stop faces 15 of edge regions 16 of the passage 7. Fuel can pass through a throttle channel in the form of a further inlet throttle 17. The inlet throttle 17 extends from an outer circumferential surface 18 of the end member 13 to its end face 14. Despite one

Anschlags des Endglieds 13 an den Randbereichen 16 kann ein Kraftstoffaustausch zwischen dem ersten Ventilsteuerraum 5 und dem zweiten Ventilsteuerräum 8 auftreten. Die Zulaufdrossel 6 und die weitere Zulaufdrossel 17 sind dabei hintereinander in Reihe geschaltet . Der Durchfluß innerhalb der Zulaufdrossel 17 ist dabei kleiner als innerhalb des Zulaufdrossel 6. Der erste Ventilsteuerraum 5 steht in Verbindung mit dem Hochdruckspeicher und besitzt innerhalb seines Volumens einen Druck, der dem Hochdruckspeicher vergleichbar ist, weil ein Druckausgleich zwischen denA stop of the end member 13 at the edge regions 16 can result in a fuel exchange between the first valve control chamber 5 and the second valve control chamber 8. The inlet throttle 6 and the further inlet throttle 17 are connected in series. The flow inside the inlet throttle 17 is smaller than inside the inlet throttle 6. The first valve control chamber 5 is connected to the high-pressure accumulator and has a pressure within its volume that is comparable to that of the high-pressure accumulator because a pressure equalization between the

Ventilsteuerräumen 5 und 8 aufgrund der Volumenverhältnisse und der Strömungsquerschnitte der Zulaufdrosseln 6 und 17 nur langsam erfolgen kann.Valve control rooms 5 and 8 can only take place slowly due to the volume ratios and the flow cross sections of the inlet throttles 6 and 17.

Beim Schließen der Einspritzöffnung mittels derWhen closing the injection opening using the

Ventilsteuereinheit 1 wird zunächst die Ablauföf nung 11 geschlossen. Innerhalb des ersten Ventilsteuerraums 5 ist nahezu Hochdruck ausgebildet, so daß lediglich der zweite Ventilsteuerraum 8 mit Hochdruck gefüllt werden muß, damit der Ventilsteuerkolben 3 in Pfeilrichtung 19 bewegt wird.Valve control unit 1 will first be the drain opening 11 closed. Almost high pressure is formed within the first valve control chamber 5, so that only the second valve control chamber 8 has to be filled with high pressure so that the valve control piston 3 is moved in the direction of arrow 19.

Aufgrund der Ausbildung des Ventilsteuerkolbens 3 hinsichtlich seines Endglieds 13, das zu dem Ventilsteuerkolben 3 koaxial mit verringertem Außendurchmesser gebildet ist, läßt sich das freie Volumen des ersten Ventilsteuerraums 5 weiter vergrößern. DieDue to the design of the valve control piston 3 with respect to its end member 13, which is formed coaxially with the valve control piston 3 with a reduced outer diameter, the free volume of the first valve control chamber 5 can be further increased. The

Volumenvergrößerung des Ventilsteuerraums 5 unterstützt in Verbindung mit dem mechanischen Anschlag das Auftreten eines nur langsamen Druckverlustes innerhalb des ersten Ventilsteuerraums 5 bei Öffnung der AblaufÖffnung 11. Dies wirkt sich positiv auf eine hohe Schließgeschwindigkeit des Ventilsteuerkolbens 3 bzw. einer nicht gezeigten Düsennadel aus .Volume increase of the valve control chamber 5 in conjunction with the mechanical stop supports the occurrence of only a slow pressure loss within the first valve control chamber 5 when the drain opening 11 is opened. This has a positive effect on a high closing speed of the valve control piston 3 or a nozzle needle (not shown).

In der Figur 2 ist eine andere Ausgestaltung eines Endglieds 20 des Ventilsteuerkolbens 3 gezeigt. Das Endglied 20 weist eine quer zur Längsachse des Ventilsteuerkolbens 3 verlaufende Zulaufdrossel 21 auf, die T-förmig mit einer weiteren Zulaufdrossel 22 verbunden ist. Durch den Eintritt von Kraftstoff in die Zulaufdrosseln 21 bzw. 22 kann Kraftstoff aus dem ersten Ventilsteuerraum 5 in den zweiten Ventilsteuerraum 8 gelangen. Another embodiment of an end member 20 of the valve control piston 3 is shown in FIG. The end member 20 has an inlet throttle 21 which runs transversely to the longitudinal axis of the valve control piston 3 and is connected in a T-shape to a further inlet throttle 22. When fuel enters the inlet throttles 21 or 22, fuel can pass from the first valve control chamber 5 into the second valve control chamber 8.

Claims

Patentansprüche VentilSteuereinheit für ein Kraf stoffeinspritzventil, mit zwei miteinander in Verbindung stehendenValve control unit for a fuel injector, with two communicating with each other Ventilsteuerräumen (5, 8), in deren erstem mit einem Zulaufkanal (6) für Kraftstoff verbundenen Ventilsteuerraum (5) ein Endglied (13; 20) eines druckbeaufschlagbaren Ventilsteuerkolbens (3) derart verfahrbar ist, daß der Strömungsquerschnitt für einen Kraftstoffaustausch aus dem ersten Ventilsteuerraum (5) in den zweiten, mit einem verschließbaren Ablaufkanal (9) verbundenen Ventilsteuerraum (8) veränderbar ist, dadurch gekennzeichnet, daß in dem Endglied (13; 20) des Ventilsteuerkolbens (3) ein Drosselkanal (17; 21, 22) für den Kraft-_ stoffaustausch zwischen den Ventilsteuerräumen (5, 8) ausgebildet ist.Valve control chambers (5, 8), in the first valve control chamber (5) connected to an inlet channel (6) for fuel, an end member (13; 20) of a pressurizable valve control piston (3) can be moved such that the flow cross section for a fuel exchange from the first valve control chamber (5) can be changed in the second valve control chamber (8) connected to a closable drain channel (9), characterized in that in the end member (13; 20) of the valve control piston (3) a throttle channel (17; 21, 22) for the Fuel _ exchange between the valve control rooms (5, 8) is formed. 2. Ventilsteuereinheit nach Anspruch 1, dadurch gekennzeichnet, daß der Drosselkanal (17; 21, 22) einen gegenüber dem Zulaufkanal (6) verringerten Strömungsquerschnitt aufweist.2. Valve control unit according to claim 1, characterized in that the throttle channel (17; 21, 22) has a reduced flow cross-section compared to the inlet channel (6). 3. Ventilsteuereinheit nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß der Drosselkanal (17; 21, 22) quer zur Längsachse des Ventilsteuerkolbens (3) angeordnet ist und sich von einer Außenumfangsfläche (18) des Endglieds (13) des Ventilsteuerkolbens (3) bis zur Stirnseite (14) des Endglieds (13) des Ventilsteuerkolbens (3) erstreckt.3. Valve control unit according to claim 1 or 2, characterized in that the throttle channel (17; 21, 22) is arranged transversely to the longitudinal axis of the valve control piston (3) and extends from an outer peripheral surface (18) of the end member (13) of the valve control piston (3) to the end face (14) of the end member (13) of the valve control piston (3). 4. Ventilsteuereinheit nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß der Drosselkanal durch einen ersten innerhalb des Endglieds (20) des Ventilsteuerkolbens (3) quer zur Längsachse des Ventilsteuerkolbens (3) verlaufenden Kanalabschnitt (21) und einen zweiten Kanalabschnitt (22) gebildet ist, der mit dem ersten Kanalabschnitt (21) durchgängig verbunden ist und sich in Richtung der Längsachse des Ventilsteuerkolbens (3) bis zur Stirnseite (23) des Endglieds (20) des Ventilsteuerkolbens (3) erstreckt .4. Valve control unit according to claim 1 or 2, characterized in that the throttle channel is formed by a first within the end member (20) of the valve control piston (3) transverse to the longitudinal axis of the valve control piston (3) extending channel section (21) and a second channel section (22) which is continuously connected to the first channel section (21) and extends in the direction of the longitudinal axis of the valve control piston (3) to the end face (23) of the end member (20) of the valve control piston (3). 5. Ventilsteuereinheit nach einem der vorhergehenden5. Valve control unit according to one of the preceding Ansprüche, dadurch gekennzeichnet, daß Randbereiche (16), die den zum ersten Ventilsteuerraum (5) gerichteten Durchgang (7) begrenzen, Anschlagflächen (15) für Gegenflächen des Endglieds (13; 20) des Ventilsteuerkolbens (3) bilden.Claims, characterized in that edge regions (16) which delimit the passage (7) directed towards the first valve control chamber (5) form stop surfaces (15) for counter surfaces of the end member (13; 20) of the valve control piston (3). 6. Ventilsteuereinheit nach einem der vorhergehenden6. Valve control unit according to one of the preceding Ansprüche, dadurch gekennzeichnet, daß sich der Ventilsteuerkolben (3) zu seinem Endglied (13; 20) hin verjüngt .Claims, characterized in that the valve control piston (3) tapers towards its end member (13; 20). 7. Ventilsteuereinheit nach Anspruch 6, dadurch gekennzeichnet, daß die Verjüngung in einem stufenartigen Übergang des Ventilsteuerkolbens (3) in einen zylindrischen, zu dem Ventilsteuerkolben (3) koaxialen Endabschnitt mit einem gegenüber dem Ventilsteuerkolben (3) verringerten Außendurchmesser besteht . 7. Valve control unit according to claim 6, characterized in that the taper in a step-like transition of the valve control piston (3) in a cylindrical, to the valve control piston (3) coaxial end portion with there is a reduced outer diameter compared to the valve control piston (3).
PCT/DE1999/001661 1998-06-16 1999-06-08 Valve control unit for a fuel injection valve Ceased WO1999066192A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP2000554981A JP2002518629A (en) 1998-06-16 1999-06-08 Valve control unit for fuel injection valve
DE59907284T DE59907284D1 (en) 1998-06-16 1999-06-08 VALVE CONTROL UNIT FOR A FUEL INJECTION VALVE
KR1020007001521A KR20010022916A (en) 1998-06-16 1999-06-08 Valve control unit for a fuel injection valve
EP99936421A EP1029173B1 (en) 1998-06-16 1999-06-08 Valve control unit for a fuel injection valve

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19826719.3 1998-06-16
DE19826719A DE19826719A1 (en) 1998-06-16 1998-06-16 Valve control unit for a fuel injector

Publications (1)

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WO1999066192A1 true WO1999066192A1 (en) 1999-12-23

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PCT/DE1999/001661 Ceased WO1999066192A1 (en) 1998-06-16 1999-06-08 Valve control unit for a fuel injection valve

Country Status (5)

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EP (1) EP1029173B1 (en)
JP (1) JP2002518629A (en)
KR (1) KR20010022916A (en)
DE (2) DE19826719A1 (en)
WO (1) WO1999066192A1 (en)

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WO2002044546A1 (en) * 2000-11-28 2002-06-06 Siemens Aktiengesellschaft Control chamber and control plunger for an injection valve of an internal combustion engine
DE10152230A1 (en) * 2001-10-20 2003-04-30 Bosch Gmbh Robert High pressure resistant injector body
DE10155406A1 (en) * 2001-11-10 2003-05-22 Bosch Gmbh Robert Fuel injection device for an internal combustion engine
DE10163693A1 (en) * 2001-12-21 2003-07-10 Orange Gmbh Injection injector for internal combustion engines
US20060196974A1 (en) * 2005-03-01 2006-09-07 Caterpillar Inc. Fuel injector having a gradually restricted drain passageway
US7506825B2 (en) 2006-05-31 2009-03-24 Caterpillar Inc. Fuel injector control system
EP2085604A1 (en) 2008-02-04 2009-08-05 Robert Bosch GmbH Fuel injector
DE102009000283A1 (en) 2008-02-04 2009-08-06 Robert Bosch Gmbh Fuel injector, particularly common-rail injector for injecting fuel into combustion chamber of internal-combustion engine, has sealing edge that is formed at front wall of injection valve element
DE102012221470A1 (en) * 2012-11-23 2014-05-28 Robert Bosch Gmbh Fuel injector
EP2808532B1 (en) * 2013-05-30 2017-08-16 Delphi International Operations Luxembourg S.à r.l. Fuel injector
GB201402921D0 (en) * 2014-02-19 2014-04-02 Delphi Int Operations Luxembourg Sarl Fuel injector

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EP0385399A2 (en) * 1989-03-03 1990-09-05 ELASIS SISTEMA RICERCA FIAT NEL MEZZOGIORNO Società Consortile per Azioni Perfected Diesel engine electromagnetic fuel injector
EP0548916A1 (en) * 1991-12-24 1993-06-30 ELASIS SISTEMA RICERCA FIAT NEL MEZZOGIORNO Società Consortile per Azioni Electromagnetic fuel injection valve
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GB2366329B (en) * 2000-07-10 2002-09-04 Bosch Gmbh Robert Injector/Nozzle needle combination having a control chamber-side coupling arrangement

Also Published As

Publication number Publication date
EP1029173B1 (en) 2003-10-08
DE19826719A1 (en) 1999-12-23
EP1029173A1 (en) 2000-08-23
JP2002518629A (en) 2002-06-25
DE59907284D1 (en) 2003-11-13
KR20010022916A (en) 2001-03-26

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