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EP1650427B1 - Fuel injection valve for internal combustion engines - Google Patents

Fuel injection valve for internal combustion engines Download PDF

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Publication number
EP1650427B1
EP1650427B1 EP20050109414 EP05109414A EP1650427B1 EP 1650427 B1 EP1650427 B1 EP 1650427B1 EP 20050109414 EP20050109414 EP 20050109414 EP 05109414 A EP05109414 A EP 05109414A EP 1650427 B1 EP1650427 B1 EP 1650427B1
Authority
EP
European Patent Office
Prior art keywords
valve
space
throttle
needle
fuel injection
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
EP20050109414
Other languages
German (de)
French (fr)
Other versions
EP1650427A1 (en
Inventor
Stefan Schuerg
Wolfgang Stoecklein
Holger Rapp
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
Publication of EP1650427A1 publication Critical patent/EP1650427A1/en
Application granted granted Critical
Publication of EP1650427B1 publication Critical patent/EP1650427B1/en
Ceased legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/08—Injectors peculiar thereto
    • F02M45/086—Having more than one injection-valve controlling discharge orifices
    • 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
    • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing
    • 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
    • F02M63/0045—Three-way valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/46—Valves, e.g. injectors, with concentric valve bodies
    • 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
    • F02M2547/001—Control chambers formed by movable sleeves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F02M63/0026—Valves characterised by the valve actuating means electrical, e.g. using solenoid using piezoelectric or magnetostrictive actuators

Definitions

  • the invention is based on a fuel injection valve, as for example from the document DE 103 38 228 A1 is known.
  • the known fuel injection valve for internal combustion engines has a valve body in which a valve outer needle and therein a longitudinally displaceably guided inner valve needle are arranged. Both the valve outer needle and the valve inner needle cooperate with a valve seat and thereby control the opening of at least one injection port. If the valve needles release the respective injection openings as a result of their longitudinal movement, fuel is injected from the pressure chamber through the injection openings into the combustion chamber of the corresponding internal combustion engine.
  • valve needles limit by their valve faces facing away from the end faces a control chamber in which via an inner inlet throttle and an outer inlet throttle fuel can be introduced under high pressure.
  • the valve inner needle closes during its opening stroke when it arrives with its end face to a stop, the inner inlet throttle and thereby reduces the flow of fuel under high pressure in the control room, because now only still the outer inlet throttle is open. This makes it possible to control only one of the two valve pins, while the other remains in its closed position.
  • the fuel injection then takes place only through part of the injection openings, which results in more favorable conditions in the combustion chamber especially in the partial load range.
  • the erfmdungssiee fuel injection valve with the characterizing features of claim 1 has the opposite on the advantage that an accurate control of the opening stroke both the valve inner needle and the valve outer needle is possible precisely and with little effort.
  • the control chamber is connected via exactly one outlet throttle with a valve chamber of a control valve, wherein the valve space in turn is connectable by the control valve with a leakage oil space in which a correspondingly lower pressure prevails.
  • pressure conditions in the control chamber can be generated, which allow either only the valve inner needle or the valve inner needle to open together with the valve outer needle and thus to inject fuel into the combustion chamber either through a part or through all the injection openings.
  • control chamber is separated by the system of the valve inner needle to a corresponding throttle plate, which includes the inner inlet throttle in an inner subspace bounded by the end face of the valve inner needle and the throttle plate, and an outer subspace.
  • a throttle plate which includes the inner inlet throttle in an inner subspace bounded by the end face of the valve inner needle and the throttle plate, and an outer subspace.
  • control valve includes a valve chamber in which a valve element is arranged, which can be moved by an actuator.
  • the valve element can assume at least two switching positions, wherein in a first switching position, the connection of the valve chamber is interrupted with the leakage oil space, while this connection is open in a second switching position of the valve element.
  • Particularly advantageous in this case is the configuration in which an additional bypass throttle opens into the valve space, via which the valve space can be connected to a high-pressure region of the fuel injection valve.
  • the valve element closes the bypass throttle in its second switching position while it is released in the first switching position, so that the valve space is connected not only via the outlet throttle to the control chamber but also to the high-pressure region of the fuel injection valve.
  • valve element has a circular sealing surface whose diameter corresponds at least approximately to the diameter of the junction of the bypass throttle in the valve chamber.
  • valve outer needle is guided in a region remote from the valve seat in a sleeve which limits the control chamber to the outside.
  • the outer inlet throttle is formed, via which the control chamber is connected to the high-pressure region of the fuel injection valve.
  • the inner inlet throttle opens when the valve inner needle rests with its end face in the open position on the stop, in a formed on the end face of the valve inner needle recess.
  • the recess is in turn connected via the outer inlet throttle, which is formed in the valve inner needle, with the second subspace of the control chamber. This comes into play when the valve inner needle is in its open position and the outer subspace is filled with fuel via this outer inlet throttle.
  • the design of the outer inlet throttle in the valve inner needle has the advantage that the components of the fuel injection valve is easier to manufacture, since an inlet throttle is formed on the easily accessible valve inner needle, which is less expensive and can be produced with higher precision than corresponding recesses in the valve body.
  • FIG. 1 shows a schematic representation of a longitudinal section through a fuel injection valve according to the invention.
  • the fuel injection valve has a valve body 1, a throttle disk 2, a valve disk 4 and a holding body 6. These components of the fuel injection valve are arranged in this order and are pressed against each other by a mechanical tensioning device, not shown in the drawing.
  • a pressure chamber 3 is formed which can be filled with fuel under high pressure via a feed channel 12 extending in the throttle plate 2 and the valve disk 4 and the holding body 6.
  • the pressure space 3 is delimited at the combustion-chamber-side end of the fuel injection valve by a conical valve seat 14, from which outer injection openings 20 and inner injection openings 22 originate.
  • the inner injection openings 22 have in the embodiment shown here a smaller diameter than the outer injection openings 20, but these ratios may also be reversed.
  • a valve outer needle 5 is arranged longitudinally displaceable, which has a substantially sleeve shape and having an outer sealing surface 24 at its valve seat side end.
  • the valve outer needle 5 cooperates with its outer sealing surface 24 with the valve seat 14 and closes this by contact with the valve seat 14, the outer injection ports 20 so that the outer injection ports 20 are sealed both against the inner region of the valve outer needle 5, as well as against the outer region.
  • the valve outer needle 5 is guided in a central portion on the wall of the pressure chamber 3, wherein it is ensured via recesses 19 that the upstream and the downstream part of the pressure chamber 3 are hydraulically connected to each other to allow fuel flow to the injection ports 20, 22.
  • a sleeve 16 which is supported at one end to the throttle plate 2 and which is acted upon at the other end by a closing spring 17 which presses the sleeve 16 against the throttle plate 2.
  • the closing spring 17 is supported here on a shoulder 18 formed on the valve outer needle 5 and has a compressive prestress, so that in each position of the valve outer needle 5 a corresponding force is exerted on the sleeve 16 and correspondingly on the valve outer needle 5.
  • a valve inner needle 7 is arranged longitudinally displaceable, which is formed substantially piston-shaped and is guided in the valve seat facing away from the valve outer needle 5.
  • the inner valve needle 7 tapers, starting from the guided section to form an inner pressure shoulder 30 and merges at its valve seat side end into an inner sealing surface 26, with which the inner valve needle 7 so cooperates with the valve seat 14 that when the valve inner needle 7 on the valve seat 14, the inner injection openings 22 are closed.
  • the intermediate space 9 formed between the valve inner needle 7 and the valve outer needle 5 is connected to the pressure space 3 via a connecting throttle 11 formed in the valve outer needle 5, so that, when the inner valve needle 7 has lifted off the valve seat 14, fuel from the pressure chamber 3 via the connecting throttle 11 flows into the intermediate space 9 and is injected from there via the inner injection openings 22 into the combustion chamber.
  • the valve inner needle 7 has an inner end face 34 at its end facing away from the valve seat, just as the valve outer needle 5 has an outer end face 36.
  • the end faces 34, 36 of the valve needles 5,7 limit together with the sleeve 16 and the throttle plate 2 a control chamber 27, wherein depending on the pressure in the control chamber 27, a hydraulic force in the direction of the valve seat 14 on the valve inner needle 7 and the valve outer needle 5 is exercised.
  • the control chamber 27 is connected via an inner inlet throttle 40 and an outer inlet throttle 42 with the high-pressure region of the fuel injection valve, wherein the high-pressure region comprises the pressure chamber 3 and the inlet channel 12, in which there is always a high, predetermined fuel pressure.
  • the control chamber 27 is also connected via an outlet throttle 44 with a valve chamber 51 of a control valve 50.
  • the valve chamber 51 is in turn connected via a leakage oil connection 54 with a leakage oil space, not shown in the drawing and on the other hand via a bypass throttle 46 to the pressure chamber 3, wherein the bypass throttle 46 forms an inlet port 146 in the valve chamber 51.
  • a valve element 52 is arranged, which is connected to a likewise not shown in the drawing, electrically operated actuator.
  • This actuator can, for example a piezo-actuator, which allows the valve element 52 in the valve chamber 51 to move so that it is closed between a first switching position in which the leak oil connection 54 is closed, and a second switching position in which the bypass throttle 46 and the Leakage oil connection 54 is opened, can be moved back and forth. If a piezoelectric actuator is used, any position between the first and the second switching position of the valve element 52 can also be approached.
  • the valve element 52 in this case has an end face 53, which is opposite to the inlet opening 146 of the bypass throttle 46. If the end face 53 rests on the throttle disk 2, the inlet opening 146 is closed while it is otherwise released by the valve element 52.
  • valve element 52 is located at the beginning in the first switching position, in which the leak oil connection 54 is closed.
  • the valve chamber 51 is flooded via the bypass throttle 46 with the fuel pressure in the pressure chamber 3 and on the other hand prevails in the control chamber 27 also the high pressure from the inlet channel 12 and the pressure chamber 3, as he via the inner inlet throttle 40 and the outer inlet throttle 42 associated with it.
  • the pressure in the control chamber 27 results in a hydraulic force on the outer end face 36 of the valve outer needle 5 and also on the inner end face 34 of the valve inner needle 7, so that both valve needles 5, 7 are pressed against the valve seat 14 and thus the outer injection openings 20 and Close the inner injection openings 22.
  • By the connecting throttle 11 and the recesses 19 prevails both in the pressure chamber 3, as well as in the space 9, a uniformly high fuel pressure. If an injection takes place, then the valve element 52 is moved from the first switching position to the second switching position via the actuator, so that the leakage oil connection 54 is opened, while at the same time the bypass throttle 46 is closed. As a result, the pressure in the valve chamber 51 decreases and thus because of the outlet throttle 44 in the control chamber 27.
  • valve inner needle 7 moves away from the valve seat 14 and releases the inner injection openings 22, which are supplied with fuel from the gap 9.
  • the pressure rises there again, as shown in FIG. 2 between the times t 1 and t 2 .
  • stroke h i of the valve inner needle 7 is shown, which reaches its maximum at the time t 2 , that is, the valve inner needle 7 has reached its stop, ie on the throttle plate 2.
  • the inner end face 34 of the valve inner needle 7 is here structured and has a sealing region 38 which is formed as an annular edge.
  • the control chamber 27 Upon installation of the valve inner needle 7 on the throttle plate 2, the control chamber 27 is so separated into an inner subspace 127 and an outer subspace 227, wherein the inner subspace 127 is limited by lying within the sealing portion 38 of the inner end face 34 and the throttle plate 2, while the outer subspace 227 includes the remaining control space 27.
  • the inner inlet throttle 40 is thus hydraulically separated by the system of the inner valve needle 7 on the throttle plate 2 from the outer subspace 227.
  • the pressure in the inlet channel 12 is immediately set again via the inner inlet throttle 40.
  • the reduced pressure in the outer subspace 227 is sufficient to keep the inner valve needle 7 in its open position.
  • the control valve 50 is actuated again by the valve element 52 moves to an intermediate position, ie between the first and the second switching position.
  • the bypass throttle 46 is slightly opened, while the drain connection 54 is slightly closed. Since a lower pressure prevails in the valve chamber 51 than in the inlet channel 12, the pressure in the outer sub-chamber 227 decreases again and reaches a pressure p 2 after a certain time, which is so low that the valve inner needle 7 remains in its open position , while the valve outer needle 5 by the hydraulic pressure in the outer subspace 227 is still held in its closed position.
  • the control valve 50 is actuated again and the valve element 52 moves back into its first switching position.
  • valve element 52 is likewise moved from the first to the second switching position at the beginning of the injection.
  • the course of pressure p s , stroke h v of the valve element 51, stroke h i of the valve inner needle 7 and stroke h a of the valve outer needle 5 is shown in FIG.
  • the course up to the time t 2 corresponds to the course that has already been shown during the injection through the inner injection openings 22.
  • the control valve 50 is not actuated, but remains in its second switching position.
  • the pressure p s in the outer subspace 227 decreases further below the opening pressure p oe2 of the valve outer needle 5, so that the outer pressure shoulder 32 and parts of the outer pressure surface 24 are now moved away from the valve seat 14 on the valve outer needle 5 by the hydraulic forces and the outer injection openings 20 releases.
  • the point in time at which the valve outer needle 5 starts to move is designated t 2 'in FIG.
  • the valve outer needle 5 reaches its maximum stroke, that is, it comes into abutment against the throttle plate 2.
  • the outer end face 36 of the valve outer needle 5 in this case is slightly bevelled, so that the outer end face 36 still remains acted upon by the fuel pressure of the outer sub-space 227.
  • the valve element 52 is moved back into the first switching position and the fuel pressure builds up again in the control chamber 27 and pushes the valve inner needle 7 and the valve outer needle 5 back into their respective closed position.
  • the position of the outer inlet throttle 42 can also be varied. 4 shows a further embodiment is shown schematically, wherein only the area of the control chamber 27 is shown.
  • the outer inlet throttle 42 is in this case formed in the sleeve 16 and thus connects directly the pressure chamber 3 with the control chamber 27.
  • the outer end face 36 is, unlike in the embodiment of Figure 1, chamfered so that on the inner edge of the outer end face 36, an edge is formed, which rests in the open position of the valve outer needle 5 on the throttle plate 2. Care must be taken to provide a corresponding recess in the throttle plate 2, so that the outlet throttle 44 remains in communication both with the outer subspace 227 and in the inner subspace 127.
  • FIG. 5 shows a further exemplary embodiment, in which the second inlet throttle 42 is formed in the valve inner needle 7.
  • a recess 47 is formed on the inner end face 34, which has the shape of a blind bore.
  • the outer inlet throttle 42 is radially outward and connects so when planting the valve inner needle 7 at the stop, so on the throttle plate 2, the inner subspace 127 with the outer subspace 227.
  • the filling of the outer subspace 227 is thus carried out by in Series switched reactors, namely the inner inlet throttle 40 and the outer inlet throttle 42. Otherwise, the function of both the embodiment shown in Figure 4, and the embodiment shown in Figure 5 as described above.
  • I is the course of the force F over the stroke h v , as it results when the circular end face 53 of the valve member 52 is significantly larger than the diameter of the mouth 146 of the bypass throttle 46.
  • a voltage U 1 must be applied to the piezo actuator, which is to move the valve element 52 here.

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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

Stand der TechnikState of the art

Die Erfindung geht von einem Kraftstoffeinspritzventil aus, wie es beispielsweise aus der Schrift DE 103 38 228 A1 bekannt ist. Das bekannte Kraftstoffeinspritzventil für Brennkraftmaschinen weist einen Ventilkörper auf, in dem eine Ventilaußennadel und darin eine längsverschiebbar geführte Ventilinnennadel angeordnet sind. Sowohl die Ventilaußennadel als auch die Ventilinnennadel wirken mit einem Ventilsitz zusammen und steuern dadurch die Öffnung jeweils wenigstens einer Einspritzöffnung. Geben die Ventilnadeln durch ihre Längsbewegung die jeweiligen Einspritzöffnungen frei, so wird Kraftstoff aus dem Druckraum durch die Einspritzöffnungen in den Brennraum der entsprechenden Brennkraftmaschine eingespritzt.The invention is based on a fuel injection valve, as for example from the document DE 103 38 228 A1 is known. The known fuel injection valve for internal combustion engines has a valve body in which a valve outer needle and therein a longitudinally displaceably guided inner valve needle are arranged. Both the valve outer needle and the valve inner needle cooperate with a valve seat and thereby control the opening of at least one injection port. If the valve needles release the respective injection openings as a result of their longitudinal movement, fuel is injected from the pressure chamber through the injection openings into the combustion chamber of the corresponding internal combustion engine.

Die Ventilnadeln begrenzen durch ihre dem Ventilsitz abgewandten Stirnseiten einen Steuerraum, in welchen über eine innere Zulaufdrossel und eine äußere Zulaufdrossel Kraftstoff unter hohem Druck eingeleitet werden kann. Um eine gute Steuerung der Öffnung der beiden Ventilnadeln zu erreichen, verschließt die Ventilinnennadel bei ihrer Öffnungshubbewegung dann, wenn sie mit ihrer Stirnseite an einem Anschlag ankommt, die innere Zulaufdrossel und vermindert dadurch den Zufluss von Kraftstoff unter hohem Druck in den Steuerraum, da jetzt nur noch die äußere Zulaufdrossel geöffnet ist. Dies ermöglicht es, auch nur eine der beiden Ventilnadeln aufzusteuern, während die andere in ihrer Schließstellung verbleibt. Die Kraftstoffeinspritzung erfolgt dann nur durch einen Teil der Einspritzöffnungen, was gerade im Teillastbereich günstigere Bedingungen im Brennraum ergibt.The valve needles limit by their valve faces facing away from the end faces a control chamber in which via an inner inlet throttle and an outer inlet throttle fuel can be introduced under high pressure. In order to achieve a good control of the opening of the two valve needles, the valve inner needle closes during its opening stroke when it arrives with its end face to a stop, the inner inlet throttle and thereby reduces the flow of fuel under high pressure in the control room, because now only still the outer inlet throttle is open. This makes it possible to control only one of the two valve pins, while the other remains in its closed position. The fuel injection then takes place only through part of the injection openings, which results in more favorable conditions in the combustion chamber especially in the partial load range.

Das aus der DE 103 38 228 A1 bekannte Kraftstoffeinspritzventil arbeitet in der Weise, dass bei Anlage der Ventilaußennadel und der Ventilinnennadel am jeweiligen Anschlag der Steuerraum in einen äußeren Teilraum und einen inneren Teilraum getrennt wird. Sowohl der innere Teilraum als auch der äußere Teilraum sind über jeweils eine Ablaufdrossel mit einem Steuerventil verbunden, so dass sich über den Ablauf der Druck im Steuerraum und damit auch der Druck in den jeweiligen Teilräumen einstellen lässt. Hierbei ist es nachteilig, dass zwei Ablaufdrosseln ausgebildet werden müssen, die jeweils sehr aufwendig in der Fertigung sind, da sie mit sehr hoher Präzision herzustellen sind. Darüber hinaus ermöglicht die dort gezeigte Steuerung nicht das Öffnen der Ventilinnennadel vor der Ventilaußennadel, was jedoch häufig gewünscht ist.That from the DE 103 38 228 A1 known fuel injection valve operates in such a way that when the valve outer needle and the valve inner needle at the respective stop the control chamber is separated into an outer subspace and an inner subspace. Both the inner subspace and the outer subspace are connected via a respective outlet throttle with a control valve, so that can be set on the flow of pressure in the control room and thus the pressure in the respective subspaces. Here, it is disadvantageous that two flow restrictors must be formed, which are each very expensive to manufacture, since they are to be produced with very high precision. In addition, the controller shown there does not allow the opening of the valve inner needle in front of the valve outer needle, which is often desired.

Vorteile der ErfindungAdvantages of the invention

Das erfmdungsgemäße Kraftstoffeinspritzventil mit den kennzeichnenden Merkmalen des Patentanspruchs 1 weist dem gegenüber den Vorteil auf, dass eine genaue Steuerung des Öffnungshubs sowohl der Ventilinnennadel als auch der Ventilaußennadel präzise und mit geringem Aufwand möglich ist. Hierzu ist der Steuerraum über genau eine Ablaufdrossel mit einem Ventilraum eines Steuerventils verbunden, wobei der Ventilraum seinerseits durch das Steuerventil mit einem Leckölraum verbindbar ist, in dem ein entsprechend niedrigerer Druck herrscht. Durch eine geeignete Ansteuerung des Steuerventils lassen sich Druckverhältnisse im Steuerraum erzeugen, die es erlauben, entweder nur die Ventilinnennadel oder die Ventilinnennadel zusammen mit der Ventilaußennadel zu öffnen und so entweder durch einen Teil oder durch sämtliche Einspritzöffnungen Kraftstoff in den Brennraum einzuspritzen.The erfmdungsgemäße fuel injection valve with the characterizing features of claim 1 has the opposite on the advantage that an accurate control of the opening stroke both the valve inner needle and the valve outer needle is possible precisely and with little effort. For this purpose, the control chamber is connected via exactly one outlet throttle with a valve chamber of a control valve, wherein the valve space in turn is connectable by the control valve with a leakage oil space in which a correspondingly lower pressure prevails. By a suitable control of the control valve, pressure conditions in the control chamber can be generated, which allow either only the valve inner needle or the valve inner needle to open together with the valve outer needle and thus to inject fuel into the combustion chamber either through a part or through all the injection openings.

In einer ersten vorteilhaften Ausgestaltung wird der Steuerraum durch die Anlage der Ventilinnennadel an einer entsprechenden Drosselscheibe, die die innere Zulaufdrossel beinhaltet, in einen inneren Teilraum, der durch die Stirnseite der Ventilinnennadel und die Drosselscheibe begrenzt ist, und einen äußeren Teilraum getrennt. Hierdurch lässt sich der Druck in den beiden Teilräumen gezielt einstellen, so dass sich die Öffnungsdynamik der Ventilaußennadel gezielt steuern lässt. Es ist hierbei besonders vorteilhaft, wenn die beiden Teilräume hydraulisch voneinander getrennt sind und wenn die Ablaufdrossel nur den äußeren Teilraum mit dem Ventilraum verbindet. Dies erhöht die Steuerbarkeit bei der Öffnung der Ventilaußennadel.In a first advantageous embodiment of the control chamber is separated by the system of the valve inner needle to a corresponding throttle plate, which includes the inner inlet throttle in an inner subspace bounded by the end face of the valve inner needle and the throttle plate, and an outer subspace. This allows the pressure in the two subspaces set specifically, so that the opening dynamics of the valve outer needle can be controlled specifically. It is particularly advantageous in this case if the two subspaces are hydraulically separated from one another and if the outlet throttle only connects the outer subspace with the valve chamber. This increases the controllability at the opening of the valve outer needle.

In einer weiteren vorteilhaften Ausgestaltung beinhaltet das Steuerventil einen Ventilraum, in dem ein Ventilelement angeordnet ist, das durch einen Aktor bewegt werden kann. Hierbei kann das Ventilelement wenigstens zwei Schaltstellungen annehmen, wobei in einer ersten Schaltstellung die Verbindung des Ventilraums mit dem Leckölraum unterbrochen ist, während diese Verbindung in einer zweiten Schaltstellung des Ventilelements geöffnet ist. Besonders vorteilhaft ist hierbei die Ausgestaltung, bei der in den Ventilraum eine zusätzliche Bypass-Drossel mündet, über die der Ventilraum mit einem Hochdruckbereich des Kraftstoffeinspritzventils verbindbar ist. Das Ventilelement verschließt hierbei in seiner zweiten Schaltposition die Bypass-Drossel, während diese in der ersten Schaltstellung freigegeben ist, so dass der Ventilraum nicht nur über die Ablaufdrossel mit dem Steuerraum, sondern auch mit dem Hochdruckbereich des Kraftstoffeinspritzventils verbunden ist. Dies ermöglicht einen schnellen Druckaufbau im Ventilraum, nachdem dieser über die Verbindung zum Leckölraum druckentlastet worden ist. Besonders vorteilhaft ist hierbei die Ausgestaltung, bei der das Ventilelement eine kreisrunde Dichtfläche aufweist, deren Durchmesser zumindest näherungsweise dem Durchmesser der Einmündung der Bypass-Drossel in den Ventilraum entspricht. Die sich dadurch ergebenden hydraulischen Verhältnisse an der Einmündung der Bypass-Drossel in den Ventilraum ermöglichen es, das Ventilelement beispielsweise mittels eines Piezo-Aktors in eine beliebige Zwischenstellung zwischen der ersten und der zweiten Schaltstellung zu fahren, ohne dass hydraulische Kräfte auf das Ventilelement auftreten, die eine solche Steuerbarkeit beeinträchtigen könnten.In a further advantageous embodiment, the control valve includes a valve chamber in which a valve element is arranged, which can be moved by an actuator. Here, the valve element can assume at least two switching positions, wherein in a first switching position, the connection of the valve chamber is interrupted with the leakage oil space, while this connection is open in a second switching position of the valve element. Particularly advantageous in this case is the configuration in which an additional bypass throttle opens into the valve space, via which the valve space can be connected to a high-pressure region of the fuel injection valve. In this case, the valve element closes the bypass throttle in its second switching position while it is released in the first switching position, so that the valve space is connected not only via the outlet throttle to the control chamber but also to the high-pressure region of the fuel injection valve. This allows a rapid pressure build-up in the valve chamber, after it has been relieved of pressure via the connection to the leakage oil space. Particularly advantageous here is the embodiment in which the valve element has a circular sealing surface whose diameter corresponds at least approximately to the diameter of the junction of the bypass throttle in the valve chamber. The resulting hydraulic conditions at the junction of the bypass throttle in the valve chamber make it possible to drive the valve element, for example by means of a piezoelectric actuator in any intermediate position between the first and the second switching position without hydraulic forces acting on the valve element, which could affect such controllability.

In einer weiteren vorteilhaften Ausgestaltung ist die Ventilaußennadel in einem ventilsitzabgewandten Bereich in einer Hülse geführt, die den Steuerraum nach außen begrenzt. In der Hülse ist die äußere Zulaufdrossel ausgebildet, über die der Steuerraum mit dem Hochdruckbereich des Kraftstoffeinspritzventils verbunden ist. Eine solche Hülse ist als separates Teil einfach und kostengünstig herstellbar.In a further advantageous embodiment, the valve outer needle is guided in a region remote from the valve seat in a sleeve which limits the control chamber to the outside. In the sleeve, the outer inlet throttle is formed, via which the control chamber is connected to the high-pressure region of the fuel injection valve. Such a sleeve is simple and inexpensive to produce as a separate part.

In einer weiteren vorteilhaften Ausgestaltung mündet die innere Zulaufdrossel dann, wenn die Ventilinnennadel mit ihrer Stirnseite in der Öffnungsposition am Anschlag anliegt, in eine an der Stirnseite der Ventilinnennadel ausgebildete Ausnehmung. Die Ausnehmung ist ihrerseits über die äußere Zulaufdrossel, die in der Ventilinnennadel ausgebildet ist, mit dem zweiten Teilraum des Steuerraums verbunden. Dies kommt dann zum Tragen, wenn die Ventilinnennadel in ihrer Öffnungsposition ist und der äußere Teilraum über diese äußere Zulaufdrossel mit Kraftstoff befüllt wird. Die Ausbildung der äußeren Zulaufdrossel in der Ventilinnennadel bietet den Vorteil, das die Bauteile des Kraftstoffeinspritzventils einfacher herzustellen ist, da eine Zulaufdrossel an der leicht zugänglichen Ventilinnennadel ausgebildet wird, was kostengünstiger und mit höherer Präzision herstellbar ist, als entsprechende Ausnehmungen im Ventilkörper.In a further advantageous embodiment, the inner inlet throttle opens when the valve inner needle rests with its end face in the open position on the stop, in a formed on the end face of the valve inner needle recess. The recess is in turn connected via the outer inlet throttle, which is formed in the valve inner needle, with the second subspace of the control chamber. This comes into play when the valve inner needle is in its open position and the outer subspace is filled with fuel via this outer inlet throttle. The design of the outer inlet throttle in the valve inner needle has the advantage that the components of the fuel injection valve is easier to manufacture, since an inlet throttle is formed on the easily accessible valve inner needle, which is less expensive and can be produced with higher precision than corresponding recesses in the valve body.

Zeichnungdrawing

In der Zeichnung ist ein Ausführungsbeispiel des erfindungsgemäßen Kraftstoffeinspritzventils dargestellt. Es zeigt:

Figur 1
einen Längsschnitt durch ein erfmdungsgemäßes Kraftstoffeinspritzventil,
Figur 2
zeigt den Verlauf des Drucks im Steuerraum zusammen mit dem Verlauf des Hubs des Ventilelements und des Nadelhubs,
Figur 3
dieselbe Darstellung wie Figur 2 in einem anderen Betriebsmodus,
Figur 4
ein weiteres Ausführungsbeispiel, wobei nur der Bereich des Steuerraums schematisch dargestellt ist,
Figur 5
ein weiteres Ausführungsbeispiel in derselben Darstellung wie Figur 4 und
Figur 6
den Verlauf der auf das Ventilelement wirkenden Kraft über den Hub des Ventilelements.
In the drawing, an embodiment of the fuel injection valve according to the invention is shown. It shows:
FIG. 1
a longitudinal section through a erfmdungsgemäßes fuel injection valve,
FIG. 2
shows the course of the pressure in the control chamber together with the course of the stroke of the valve element and the needle stroke,
FIG. 3
the same representation as FIG. 2 in a different operating mode,
FIG. 4
a further embodiment, wherein only the area of the control room is shown schematically,
FIG. 5
a further embodiment in the same representation as Figure 4 and
FIG. 6
the course of the force acting on the valve element over the stroke of the valve element.

Beschreibung des AusführungsbeispielsDescription of the embodiment

Figur 1 zeigt in schematischer Darstellung einen Längsschnitt durch ein erfindungsgemäßes Kraftstoffeinspritzventil. Das Kraftstoffeinspritzventil weist einen Ventilkörper 1, eine Drosselscheibe 2, eine Ventilscheibe 4 und einen Haltekörper 6 auf. Diese Bauteile des Kraftstoffeinspritzventils sind in dieser Reihenfolge angeordnet und werden durch eine in der Zeichnung nicht dargestellte mechanische Spannvorrichtung gegeneinander gepresst. Im Ventilkörper 1 ist ein Druckraum 3 ausgebildet, der über einen, in der Drosselscheibe 2 und der Ventilscheibe 4 und dem Haltekörper 6 verlaufenden Zulaufkanal 12 mit Kraftstoff unter hohem Druck befüllbar ist. Der Druckraum 3 wird am brennraumseitigen Ende des Kraftstoffeinspritzventils von einem konischen Ventilsitz 14 begrenzt, von dem äußere Einspritzöffnungen 20 und innere Einspritzöffnungen 22 ausgehen. Die inneren Einspritzöffnungen 22 weisen in dem hier gezeigten Ausführungsbeispiel einen geringeren Durchmesser auf als die äußeren Einspritzöffnungen 20, jedoch können diese Verhältnisse auch umgekehrt sein.FIG. 1 shows a schematic representation of a longitudinal section through a fuel injection valve according to the invention. The fuel injection valve has a valve body 1, a throttle disk 2, a valve disk 4 and a holding body 6. These components of the fuel injection valve are arranged in this order and are pressed against each other by a mechanical tensioning device, not shown in the drawing. In the valve body 1, a pressure chamber 3 is formed which can be filled with fuel under high pressure via a feed channel 12 extending in the throttle plate 2 and the valve disk 4 and the holding body 6. The pressure space 3 is delimited at the combustion-chamber-side end of the fuel injection valve by a conical valve seat 14, from which outer injection openings 20 and inner injection openings 22 originate. The inner injection openings 22 have in the embodiment shown here a smaller diameter than the outer injection openings 20, but these ratios may also be reversed.

Im Druckraum 3 ist eine Ventilaußennadel 5 längsverschiebbar angeordnet, die im wesentlichen eine Hülsenform aufweist und die an ihren ventilsitzseitigen Ende eine äußere Dichtfläche 24 aufweist. Die Ventilaußennadel 5 wirkt mit ihrer äußeren Dichtfläche 24 mit dem Ventilsitz 14 zusammen und verschließt hierbei durch Anlage am Ventilsitz 14 die äußeren Einspritzöffnungen 20 so, dass die äußeren Einspritzöffnungen 20 sowohl gegen den Innenbereich an der Ventilaußennadel 5, als auch gegen deren Außenbereich abgedichtet sind. Die Ventilaußennadel 5 wird in einem mittleren Abschnitt an der Wand des Druckraums 3 geführt, wobei über Ausnehmungen 19 sichergestellt ist, dass der stromaufwärtige und der stromabwärtige Teil des Druckraums 3 hydraulisch miteinander verbunden sind, um einen Kraftstoffstrom zu den Einspritzöffnungen 20, 22 zu ermöglichen. Am ventilsitzabgewandten Ende ist die Ventilaußennadel 5 von einer Hülse 16 umgeben, die sich an einem Ende an der Drosselscheibe 2 abstützt und die am anderen Ende von einer Schließfeder 17 beaufschlagt wird, die die Hülse 16 gegen die Drosselscheibe 2 drückt. Die Schließfeder 17 stützt sich hierbei an einem an der Ventilaußennadel 5 ausgebildeten Absatz 18 ab und weist eine Druckvorspannung auf, so dass in jeder Lage der Ventilaußennadel 5 eine entsprechende Kraft auf die Hülse 16 und entsprechend auf die Ventilaußennadel 5 ausgeübt wird. Durch die Schließfeder 17 wird so auch die Ventilaußennadel 5 gegen den Ventilsitz 14 gepresst, wenn nicht weitere Kräfte wirken.In the pressure chamber 3, a valve outer needle 5 is arranged longitudinally displaceable, which has a substantially sleeve shape and having an outer sealing surface 24 at its valve seat side end. The valve outer needle 5 cooperates with its outer sealing surface 24 with the valve seat 14 and closes this by contact with the valve seat 14, the outer injection ports 20 so that the outer injection ports 20 are sealed both against the inner region of the valve outer needle 5, as well as against the outer region. The valve outer needle 5 is guided in a central portion on the wall of the pressure chamber 3, wherein it is ensured via recesses 19 that the upstream and the downstream part of the pressure chamber 3 are hydraulically connected to each other to allow fuel flow to the injection ports 20, 22. At the valve seat end facing away from the valve outer needle 5 is surrounded by a sleeve 16 which is supported at one end to the throttle plate 2 and which is acted upon at the other end by a closing spring 17 which presses the sleeve 16 against the throttle plate 2. The closing spring 17 is supported here on a shoulder 18 formed on the valve outer needle 5 and has a compressive prestress, so that in each position of the valve outer needle 5 a corresponding force is exerted on the sleeve 16 and correspondingly on the valve outer needle 5. By the Closing spring 17 so the valve outer needle 5 is pressed against the valve seat 14, if no other forces act.

In der Ventilaußennadel 5 ist eine Ventilinnennadel 7 längsverschiebbar angeordnet, die im wesentlichen kolbenförmig ausgebildet ist und in die im ventilsitzabgewandten Abschnitt der Ventilaußennadel 5 geführt ist. Die Ventilinnennadel 7 verjüngt sich, ausgehend vom geführten Abschnitt unter Bildung einer inneren Druckschulter 30 und geht an ihrem ventilsitzseitigen Ende in eine innere Dichtfläche 26 über, mit der die Ventilinnennadel 7 so mit dem Ventilsitz 14 zusammenwirkt, dass bei Anlage der Ventilinnennadel 7 auf dem Ventilsitz 14 die inneren Einspritzöffnungen 22 verschlossen werden. Der zwischen der Ventilinnennadel 7 und der Ventilaußennadel 5 ausgebildete Zwischenraum 9 ist über eine in der Ventilaußennadel 5 ausgebildete Verbindungsdrossel 11 mit dem Druckraum 3 verbunden, so dass dann, wenn die Ventilinnennadel 7 vom Ventilsitz 14 abgehoben hat, Kraftstoff aus dem Druckraum 3 über die Verbindungsdrossel 11 in den Zwischenraum 9 strömt und von dort über die inneren Einspritzöffnungen 22 in den Brennraum eingespritzt wird.In the valve outer needle 5, a valve inner needle 7 is arranged longitudinally displaceable, which is formed substantially piston-shaped and is guided in the valve seat facing away from the valve outer needle 5. The inner valve needle 7 tapers, starting from the guided section to form an inner pressure shoulder 30 and merges at its valve seat side end into an inner sealing surface 26, with which the inner valve needle 7 so cooperates with the valve seat 14 that when the valve inner needle 7 on the valve seat 14, the inner injection openings 22 are closed. The intermediate space 9 formed between the valve inner needle 7 and the valve outer needle 5 is connected to the pressure space 3 via a connecting throttle 11 formed in the valve outer needle 5, so that, when the inner valve needle 7 has lifted off the valve seat 14, fuel from the pressure chamber 3 via the connecting throttle 11 flows into the intermediate space 9 and is injected from there via the inner injection openings 22 into the combustion chamber.

Die Ventilinnennadel 7 weist an ihrem ventilsitzabgewandten Ende eine innere Stirnfläche 34 auf, ebenso wie die Ventilaußennadel 5 eine äußere Stirnfläche 36 aufweist. Die Stirnflächen 34, 36 der Ventilnadeln 5,7 begrenzen zusammen mit der Hülse 16 und der Drosselscheibe 2 einen Steuerraum 27, wobei je nach Druck im Steuerraum 27 eine hydraulische Kraft in Richtung des Ventilsitzes 14 auf die Ventilinnennadel 7 und die Ventilaußennadel 5 ausgeübt wird. Der Steuerraum 27 ist über eine innere Zulaufdrossel 40 und eine äußere Zulaufdrossel 42 mit dem Hochdruckbereich des Kraftstoffeinspritzventils verbunden, wobei der Hochdruckbereich den Druckraum 3 und den Zulaufkanal 12 umfasst, in denen stets ein hoher, vorgegebener Kraftstoffdruck herrscht. Der Steuerraum 27 ist darüber hinaus über eine Ablaufdrossel 44 mit einem Ventilraum 51 eines Steuerventils 50 verbunden. Der Ventilraum 51 ist seinerseits über eine Leckölverbindung 54 mit einem in der Zeichnung nicht dargestellten Leckölraum verbindbar und andererseits über eine Bypass-Drossel 46 mit dem Druckraum 3, wobei die Bypass-Drossel 46 eine Einlassöffnung 146 im Ventilraum 51 bildet. Im Ventilraum 51 ist ein Ventilelement 52 angeordnet, das mit einem in der Zeichnung ebenfalls nicht dargestellten, elektrisch betriebenen Aktor verbunden ist. Dieser Aktor kann beispielsweise ein Piezo-Aktor sein, der es erlaubt, das Ventilelement 52 im Ventilraum 51 so zu bewegen, dass es zwischen einer ersten Schaltposition, bei der die Leckölverbindung 54 verschlossen wird, und einer zweiten Schaltposition, in der die Bypass-Drossel 46 verschlossen und die Leckölverbindung 54 geöffnet wird, hin und her bewegt werden kann. Wird ein Piezo-Aktor verwendet, so lässt sich auch jede Stellung zwischen der ersten und der zweiten Schaltstellung des Ventilelements 52 anfahren. Das Ventilelement 52 weist hierbei eine Stirnseite 53 auf, die der Einlassöffnung 146 der Bypass-Drossel 46 gegenüberliegt. Liegt die Stirnseite 53 auf der Drosselscheibe 2 auf, so wird die Einlassöffnung 146 verschlossen, während sie ansonsten durch das Ventilelement 52 freigegeben ist.The valve inner needle 7 has an inner end face 34 at its end facing away from the valve seat, just as the valve outer needle 5 has an outer end face 36. The end faces 34, 36 of the valve needles 5,7 limit together with the sleeve 16 and the throttle plate 2 a control chamber 27, wherein depending on the pressure in the control chamber 27, a hydraulic force in the direction of the valve seat 14 on the valve inner needle 7 and the valve outer needle 5 is exercised. The control chamber 27 is connected via an inner inlet throttle 40 and an outer inlet throttle 42 with the high-pressure region of the fuel injection valve, wherein the high-pressure region comprises the pressure chamber 3 and the inlet channel 12, in which there is always a high, predetermined fuel pressure. The control chamber 27 is also connected via an outlet throttle 44 with a valve chamber 51 of a control valve 50. The valve chamber 51 is in turn connected via a leakage oil connection 54 with a leakage oil space, not shown in the drawing and on the other hand via a bypass throttle 46 to the pressure chamber 3, wherein the bypass throttle 46 forms an inlet port 146 in the valve chamber 51. In the valve chamber 51, a valve element 52 is arranged, which is connected to a likewise not shown in the drawing, electrically operated actuator. This actuator can, for example a piezo-actuator, which allows the valve element 52 in the valve chamber 51 to move so that it is closed between a first switching position in which the leak oil connection 54 is closed, and a second switching position in which the bypass throttle 46 and the Leakage oil connection 54 is opened, can be moved back and forth. If a piezoelectric actuator is used, any position between the first and the second switching position of the valve element 52 can also be approached. The valve element 52 in this case has an end face 53, which is opposite to the inlet opening 146 of the bypass throttle 46. If the end face 53 rests on the throttle disk 2, the inlet opening 146 is closed while it is otherwise released by the valve element 52.

Zuerst wird die Funktionsweise und der Betriebsmodus für den Fall beschrieben, dass nur durch die inneren Einspritzöffnungen 22 Kraftstoff eingespritzt werden soll. Das Ventilelement 52 befindet sich zu Beginn in der ersten Schaltstellung, bei der die Leckölverbindung 54 verschlossen wird. Dadurch ist einerseits der Ventilraum 51 über die Bypass-Drossel 46 mit dem Kraftstoffdruck im Druckraum 3 geflutet und andererseits herrscht im Steuerraum 27 ebenfalls der hohe Druck aus dem Zulaufkanal 12 bzw. dem Druckraum 3, da er über die innere Zulaufdrossel 40 und die äußere Zulaufdrossel 42 damit verbunden ist. Durch den Druck im Steuerraum 27 ergibt sich eine hydraulische Kraft auf die äußere Stirnfläche 36 der Ventilaußennadel 5 und ebenso auf die innere Stirnfläche 34 der Ventilinnennadel 7, so dass beide Ventilnadeln 5,7 gegen den Ventilsitz 14 gedrückt werden und so die äußeren Einspritzöffnungen 20 bzw. die inneren Einspritzöffnungen 22 verschließen. Durch die Verbindungsdrossel 11 und die Ausnehmungen 19 herrscht sowohl im Druckraum 3, als auch im Zwischenraum 9 ein gleichmäßig hoher Kraftstoffdruck. Soll eine Einspritzung erfolgen, so wird über den Aktor das Ventilelement 52 von der ersten Schaltstellung in die zweite Schaltstellung gefahren, so dass die Leckölverbindung 54 geöffnet wird, während gleichzeitig die Bypass-Drossel 46 verschlossen wird. Dadurch sinkt der Druck im Ventilraum 51 ab und damit wegen der Ablaufdrossel 44 auch im Steuerraum 27. Dieser Vorgang ist in Figur 2 dargestellt, wo der Druck ps im Steuerraum 27 gegen die Zeit t abgetragen ist. Ebenso ist in der mittleren Kurve der Hub hv des Ventilelements 51 gegen die Zeit t abgetragen. Der Zeitpunkt, zu dem das Ventilelement 51 bewegt wird und der Einspritzzyklus beginnt, ist t0 bezeichnet. Wie bereits erwähnt, nimmt der Druck p, ausgehend vom Zeitpunkt t0 bis zum Zeitpunkt t1 ab, wo er den Druck poe1 erreicht. Dies entspricht dem Öffnungsdruck der Ventilinnennadel 7, also dem Druck, zu dem die öffnenden hydraulischen Kräfte auf die innere Druckschulter 30 und auf Teile der inneren Dichtfläche 26 ausreichen, den Schließdruck, der durch die hydraulischen Kräfte im Steuerraum 27 auf die innere Stirnfläche 34 ausgeübt wird, zu überwinden. Die Ventilinnennadel 7 bewegt sich vom Ventilsitz 14 weg und gibt die inneren Einspritzöffnungen 22 frei, die mit Kraftstoff aus dem Zwischenraum 9 versorgt werden. Durch die Bewegung der Ventilinnennadel 7 in den Steuerraum 27 hinein steigt dort der Druck wieder an, was in Figur 2 zwischen den Zeitpunkten t1 und t2 dargestellt ist. Ganz unten ist auch der Hub hi der Ventilinnennadel 7 dargestellt, der zum Zeitpunkt t2 sein Maximum erreicht, das bedeutet, dass die Ventilinnennadel 7 an ihrem Anschlag angelangt ist, also an der Drosselscheibe 2. Die innere Stirnfläche 34 der Ventilinnennadel 7 ist hierbei strukturiert ausgebildet und weist einen Dichtbereich 38 auf, der als Ringkante ausgebildet ist. Bei Anlage der Ventilinnennadel 7 an der Drosselscheibe 2 wird der Steuerraum 27 so in einen inneren Teilraum 127 und einen äußeren Teilraum 227 getrennt, wobei der innere Teilraum 127 durch den innerhalb des Dichtbereichs 38 liegenden Teil der inneren Stirnfläche 34 und die Drosselscheibe 2 begrenzt wird, während der äußere Teilraum 227 den restlichen Steuerraum 27 umfasst. Die innere Zulaufdrossel 40 wird also durch die Anlage der Ventilinnennadel 7 an der Drosselscheibe 2 vom äußeren Teilraum 227 hydraulisch getrennt. Im inneren Teilraum 127 wird über die innere Zulaufdrossel 40 sofort wieder der Druck im Zulaufkanal 12 eingestellt. Da wegen einer Anfasung 28 an der Ventilinnennadel 7 jedoch nur eine Teilfläche der inneren Stirnfläche 34 von dem vollen Kraftstoffdruck beaufschlagt ist, reicht der erniedrigte Druck im äußeren Teilraum 227 aus, die Ventilinnennadel 7 in ihrer Öffnungsstellung zu halten.First, the operation and the operation mode in the case where fuel is to be injected only through the inner injection ports 22 will be described. The valve element 52 is located at the beginning in the first switching position, in which the leak oil connection 54 is closed. As a result, on the one hand, the valve chamber 51 is flooded via the bypass throttle 46 with the fuel pressure in the pressure chamber 3 and on the other hand prevails in the control chamber 27 also the high pressure from the inlet channel 12 and the pressure chamber 3, as he via the inner inlet throttle 40 and the outer inlet throttle 42 associated with it. The pressure in the control chamber 27 results in a hydraulic force on the outer end face 36 of the valve outer needle 5 and also on the inner end face 34 of the valve inner needle 7, so that both valve needles 5, 7 are pressed against the valve seat 14 and thus the outer injection openings 20 and Close the inner injection openings 22. By the connecting throttle 11 and the recesses 19 prevails both in the pressure chamber 3, as well as in the space 9, a uniformly high fuel pressure. If an injection takes place, then the valve element 52 is moved from the first switching position to the second switching position via the actuator, so that the leakage oil connection 54 is opened, while at the same time the bypass throttle 46 is closed. As a result, the pressure in the valve chamber 51 decreases and thus because of the outlet throttle 44 in the control chamber 27. This process is shown in Figure 2, where the pressure p s is removed in the control chamber 27 against the time t. Likewise, in the middle curve, the stroke h v of the valve element 51 is plotted against the time t. The time at which the valve element 51 is moved and the injection cycle begins, t denotes the 0th As already mentioned, the pressure p, starting from the time t 0 to the time t 1 , where it reaches the pressure p oe1 . This corresponds to the opening pressure of the valve inner needle 7, ie the pressure at which the opening hydraulic forces on the inner pressure shoulder 30 and parts of the inner sealing surface 26 are sufficient, the closing pressure, which is exerted by the hydraulic forces in the control chamber 27 on the inner end face 34 , to overcome. The valve inner needle 7 moves away from the valve seat 14 and releases the inner injection openings 22, which are supplied with fuel from the gap 9. As a result of the movement of the valve inner needle 7 into the control chamber 27, the pressure rises there again, as shown in FIG. 2 between the times t 1 and t 2 . At the bottom is also the stroke h i of the valve inner needle 7 is shown, which reaches its maximum at the time t 2 , that is, the valve inner needle 7 has reached its stop, ie on the throttle plate 2. The inner end face 34 of the valve inner needle 7 is here structured and has a sealing region 38 which is formed as an annular edge. Upon installation of the valve inner needle 7 on the throttle plate 2, the control chamber 27 is so separated into an inner subspace 127 and an outer subspace 227, wherein the inner subspace 127 is limited by lying within the sealing portion 38 of the inner end face 34 and the throttle plate 2, while the outer subspace 227 includes the remaining control space 27. The inner inlet throttle 40 is thus hydraulically separated by the system of the inner valve needle 7 on the throttle plate 2 from the outer subspace 227. In the inner subspace 127, the pressure in the inlet channel 12 is immediately set again via the inner inlet throttle 40. However, because of a chamfer 28 on the inner valve needle 7, only a partial surface of the inner end face 34 is acted upon by the full fuel pressure, the reduced pressure in the outer subspace 227 is sufficient to keep the inner valve needle 7 in its open position.

Zum Zeitpunkt t2 wird das Steuerventil 50 erneut betätigt, indem das Ventilelement 52 in eine Zwischenstellung fährt, d.h. zwischen die erste und die zweite Schaltstellung. Dadurch wird die Bypass-Drossel 46 etwas geöffnet, während die Leckölverbindung 54 etwas geschlossen wird. Da im Ventilraum 51 nach wie vor ein niedrigerer Druck herrscht als im Zulaufkanal 12, sinkt der Druck im äußeren Teilraum 227 wieder ab und erreicht nach einer gewissen Zeit einen Druck p2, der zwar so niedrig ist, dass die Ventilinnennadel 7 in ihrer Öffnungsstellung verharrt, während die Ventilaußennadel 5 durch den hydraulischen Druck im äußeren Teilraum 227 nach wie vor in ihrer Schließstellung gehalten wird. Soll die Einspritzung beendet werden, so wird das Steuerventil 50 erneut betätigt und das Ventilelement 52 fährt zurück in seine erste Schaltstellung. Über die Bypass-Drossel 46 baut sich sehr rasch wieder ein hoher Kraftstoffdruck im Ventilraum 51 auf und über die äußere Zulaufdrossel 52 und die jetzt dem Zulauf dienende Ablaufdrossel 44 auch im äußeren Teilraum 227. Dadurch erhöht sich wiederum die hydraulische Kraft auf die Anfasung 28, so dass die Ventilinnennadel 7 zurück in ihre Schließstellung gedrückt wird.At time t 2 , the control valve 50 is actuated again by the valve element 52 moves to an intermediate position, ie between the first and the second switching position. As a result, the bypass throttle 46 is slightly opened, while the drain connection 54 is slightly closed. Since a lower pressure prevails in the valve chamber 51 than in the inlet channel 12, the pressure in the outer sub-chamber 227 decreases again and reaches a pressure p 2 after a certain time, which is so low that the valve inner needle 7 remains in its open position , while the valve outer needle 5 by the hydraulic pressure in the outer subspace 227 is still held in its closed position. If the injection is to be ended, the control valve 50 is actuated again and the valve element 52 moves back into its first switching position. Via the bypass throttle 46, a high fuel pressure builds up again very quickly in the valve chamber 51 and via the outer inlet throttle 52 and the now also the inlet flow restrictor 44 in the outer subspace 227. This in turn increases the hydraulic force on the chamfer 28, so that the valve inner needle 7 is pushed back into its closed position.

Soll durch sämtliche Einspritzöffnungen 20, 22 Kraftstoff eingespritzt werden, so wird das Ventilelement 52 ebenfalls zu Beginn der Einspritzung von der ersten in die zweite Schaltstellung gefahren. Der Verlauf von Druck ps, Hub hv des Ventilelements 51, Hub hi der Ventilinnennadel 7 und Hub ha der Ventilaußennadel 5 ist in Figur 3 dargestellt. Der Verlauf bis zum Zeitpunkt t2 entspricht dem Verlauf, der bereits bei der Einspritzung durch die inneren Einspritzöffnungen 22 dargestellt wurde. Zum Zeitpunkt t2 wird das Steuerventil 50 jetzt jedoch nicht betätigt, sondern bleibt in seiner zweiten Schaltstellung. Dadurch sinkt der Druck ps im äußeren Teilraum 227 weiter unterhalb des Öffnungsdrucks poe2 der Ventilaußennadel 5 ab, so dass sich nun auf die Ventilaußennadel 5 durch die hydraulischen Kräfte auch die äußere Druckschulter 32 und auf Teile der äußeren Druckfläche 24 vom Ventilsitz 14 wegbewegt und die äußeren Einspritzöffnungen 20 freigibt. Der Zeitpunkt, zu dem sich die Ventilaußennadel 5 in Bewegung setzt, ist in der Figur 3 mit t2' bezeichnet. Nach einer gewissen Zeit erreicht die Ventilaußennadel 5 ihren maximalen Hub, das heißt, dass sie in Anlage an der Drosselscheibe 2 kommt. Die äußere Stirnfläche 36 der Ventilaußennadel 5 ist hierbei leicht angeschrägt, so dass die äußere Stirnfläche 36 nach wie vor vom Kraftstoffdruck des äußeren Teilraums 227 beaufschlagt bleibt. Zur Beendigung der Einspritzung wird das Ventilelement 52 zurück in die erste Schaltstellung gefahren und der Kraftstoffdruck baut sich im Steuerraum 27 erneut auf und drückt die Ventilinnennadel 7 und die Ventilaußennadel 5 zurück in ihre jeweilige Schließstellung.If fuel is to be injected through all of the injection openings 20, 22, the valve element 52 is likewise moved from the first to the second switching position at the beginning of the injection. The course of pressure p s , stroke h v of the valve element 51, stroke h i of the valve inner needle 7 and stroke h a of the valve outer needle 5 is shown in FIG. The course up to the time t 2 corresponds to the course that has already been shown during the injection through the inner injection openings 22. At the time t 2 , however, the control valve 50 is not actuated, but remains in its second switching position. As a result, the pressure p s in the outer subspace 227 decreases further below the opening pressure p oe2 of the valve outer needle 5, so that the outer pressure shoulder 32 and parts of the outer pressure surface 24 are now moved away from the valve seat 14 on the valve outer needle 5 by the hydraulic forces and the outer injection openings 20 releases. The point in time at which the valve outer needle 5 starts to move is designated t 2 'in FIG. After a certain time, the valve outer needle 5 reaches its maximum stroke, that is, it comes into abutment against the throttle plate 2. The outer end face 36 of the valve outer needle 5 in this case is slightly bevelled, so that the outer end face 36 still remains acted upon by the fuel pressure of the outer sub-space 227. To complete the injection, the valve element 52 is moved back into the first switching position and the fuel pressure builds up again in the control chamber 27 and pushes the valve inner needle 7 and the valve outer needle 5 back into their respective closed position.

Die Position der äußeren Zulaufdrossel 42 kann auch variiert werden. In Figur 4 ist ein weiteres Ausführungsbeispiel schematisch dargestellt, wobei nur der Bereich des Steuerraums 27 dargestellt ist. Die äußere Zulaufdrossel 42 ist hierbei in der Hülse 16 ausgebildet und verbindet so direkt den Druckraum 3 mit dem Steuerraum 27. Die äußere Stirnfläche 36 ist, anders als bei dem Ausführungsbeispiel nach Figur 1, so angeschrägt, dass an der Innenkante der äußeren Stirnfläche 36 eine Kante entsteht, die in Öffnungsstellung der Ventilaußennadel 5 an der Drosselscheibe 2 anliegt. Hierbei muss darauf geachtet werden, in der Drosselscheibe 2 eine entsprechende Ausnehmung vorzusehen, so dass die Ablaufdrossel 44 sowohl mit dem äußeren Teilraum 227, als auch in dem inneren Teilraum 127 in Verbindung bleibt.The position of the outer inlet throttle 42 can also be varied. 4 shows a further embodiment is shown schematically, wherein only the area of the control chamber 27 is shown. The outer inlet throttle 42 is in this case formed in the sleeve 16 and thus connects directly the pressure chamber 3 with the control chamber 27. The outer end face 36 is, unlike in the embodiment of Figure 1, chamfered so that on the inner edge of the outer end face 36, an edge is formed, which rests in the open position of the valve outer needle 5 on the throttle plate 2. Care must be taken to provide a corresponding recess in the throttle plate 2, so that the outlet throttle 44 remains in communication both with the outer subspace 227 and in the inner subspace 127.

In Figur 5 ist ein weiteres Ausführungsbeispiel dargestellt, bei dem die zweite Zulaufdrossel 42 in der Ventilinnennadel 7 ausgebildet ist. Hierzu ist an der inneren Stirnfläche 34 eine Ausnehmung 47 ausgebildet, die die Form einer Sackbohrung hat. Von der Ausnehmung 47 geht die äußere Zulaufdrossel 42 radial nach außen und verbindet so bei Anlage der Ventilinnennadel 7 am Anschlag, also an der Drosselscheibe 2, den inneren Teilraum 127 mit dem äußeren Teilraum 227. Die Befüllung des äußeren Teilraums 227 erfolgt also durch die in Reihe geschalteten Drosseln, nämlich die innere Zulaufdrossel 40 und die äußere Zulaufdrossel 42. Ansonsten ist die Funktion sowohl des in Figur 4 dargestellten, als auch des in Figur 5 dargestellten Ausführungsbeispiels wie oben beschrieben.FIG. 5 shows a further exemplary embodiment, in which the second inlet throttle 42 is formed in the valve inner needle 7. For this purpose, a recess 47 is formed on the inner end face 34, which has the shape of a blind bore. From the recess 47, the outer inlet throttle 42 is radially outward and connects so when planting the valve inner needle 7 at the stop, so on the throttle plate 2, the inner subspace 127 with the outer subspace 227. The filling of the outer subspace 227 is thus carried out by in Series switched reactors, namely the inner inlet throttle 40 and the outer inlet throttle 42. Otherwise, the function of both the embodiment shown in Figure 4, and the embodiment shown in Figure 5 as described above.

In Figur 6 ist die Kraft F auf das Ventilelement 52 durch die hydraulischen Kräfte im Ventilraum 51 dargestellt gegenüber dem Hub hv des Ventilelements 52, wobei ein Hub von hv = 0 der ersten Schaltstellung entspricht. Mit I ist der Verlauf der Kraft F über den Hub hv bezeichnet, wie er sich ergibt, wenn die kreisrunde Stirnseite 53 des Ventilelements 52 deutlich größer ist als der Durchmesser der Mündung 146 der Bypass-Drossel 46. Um die notwendige Maximalkraft Fmax zu erreichen, die notwendig ist, um das Ventilelement 52 aus der ersten Schaltstellung herauszubewegen, muss eine Spannung U1 an den Piezo-Aktor angelegt werden, der hier das Ventilelement 52 bewegen soll. Wie am Verlauf der Kurve I erkennbar nimmt die zur Bewegung des Ventilelements 52 nötige Kraft F aufgrund der hydraulischen Verhältnisse im Ventilraum 51 mit dem Hub hv stärker ab als die Kraft des Piezo-Aktors. Dadurch bewegt sich das Ventilelement 52, ohne dass der Piezo-Aktor eingreifen könnte, weiter bis zur Endstellung he, was praktisch der zweiten Schaltstellung entspricht. Ein Zwischenhub des Ventilelements 52 lässt sich somit nur in dem Bereich einstellen, der in der Figur 6 mit A bezeichnet ist.In Figure 6, the force F is shown on the valve element 52 by the hydraulic forces in the valve chamber 51 with respect to the stroke h v of the valve element 52, wherein a stroke of h v = 0 corresponds to the first switching position. I is the course of the force F over the stroke h v , as it results when the circular end face 53 of the valve member 52 is significantly larger than the diameter of the mouth 146 of the bypass throttle 46. To the necessary maximum force F max to reach, which is necessary to move the valve element 52 out of the first switching position, a voltage U 1 must be applied to the piezo actuator, which is to move the valve element 52 here. As can be seen in the course of the curve I, the force F required to move the valve element 52 decreases more sharply than the force of the piezo actuator due to the hydraulic conditions in the valve chamber 51 with the stroke h v . As a result, the valve element 52 moves, without the piezo actuator could engage, further to the end position h e , which practically corresponds to the second switching position. An intermediate stroke of the valve element 52 can thus be adjusted only in the region which is designated A in FIG.

Weist die Stirnseite 53 hingegen in etwa den gleichen Durchmesser auf wie die Mündung 146 der Bypass-Drossel 46, so ergibt sich ein Verlauf zwischen Kraft F und Hub hv des Ventilelements 52, wie es der Kurve II entspricht. Nach Erreichen der Maximalkraft Fmax muss die Spannung am Piezo-Aktor weiter hochgeregelt werden, d.h. von der Spannung U1 auf eine Spannung U2 und darüber hinaus, um das Ventilelement 52 zwischen die erste und die zweite Schaltstellung zu bewegen. Dadurch lässt sich ein beliebiger Zwischenhub zwischen der ersten und der zweiten Schaltstellung einstellen, wenn beispielsweise für die Stellung des Ventilelements 52 zur Teileinspritzung ein Hub im Bereich Δh angefahren werden muss. Damit ist eine stabile Steuerung des Drucks im äußeren Teilraum 227 möglich. Im Prinzip lässt sich jede Stellung des Ventilelements 52 in dem Bereich anfahren, der in Figur 6 mit B bezeichnet ist.If, however, the end face 53 has approximately the same diameter as the mouth 146 of the bypass throttle 46, the result is a progression between force F and stroke h v of the valve element 52, as corresponds to curve II. After reaching the maximum force F max , the voltage at the piezoelectric actuator must be further up-regulated, ie from the voltage U 1 to a voltage U 2 and beyond to move the valve element 52 between the first and the second switching position. This makes it possible to set any intermediate stroke between the first and the second switching position, if, for example, a stroke in the range Δh must be approached for the position of the valve element 52 for partial injection. For a stable control of the pressure in the outer compartment 227 is possible. In principle, each position of the valve element 52 can be approached in the region which is designated B in FIG.

Claims (11)

  1. Fuel injection valve for internal combustion engines having a valve body (1), in which a valve outer needle (5) and a valve inner needle (7) which is guided in a longitudinally displaceable manner in the former are arranged, both the valve outer needle (5) and the valve inner needle (7) interacting with a valve seat (14) and, as a result of a longitudinal movement, controlling the opening of in each case at least one injection opening (20; 22), and having a control space (27) which hydraulically loads both the outer end face (36), which faces away from the valve seat, of the valve outer needle (5) and the inner end face (34), which faces away from the valve seat, of the valve inner needle (7), and having an inner inlet throttle (40) and an outer inlet throttle (42), via which highly pressurized fuel can be routed into the control space (27), a sealing region (38) being formed on the inner end face (34) of the valve inner needle (7), with which sealing region (38) the valve inner needle (7) bears against a stop in an open position in such a way that, as a result, the inner inlet throttle (40) is sealed with respect to the remaining control space (27), the control space (27) being connected to a valve space (51) of a control valve (50) via precisely one outlet throttle (44), the valve space (51) being connected to a leakage-oil space.
  2. Fuel injection valve according to Claim 1, in which the stop is formed on a throttle plate (2) which delimits the control space (27) and in which the inner inlet throttle (40) is formed, the valve inner needle (7) delimiting the control space (27) by contact with the throttle plate (2) into an inner part space (127) which is delimited by the inner end face (34) of the valve inner needle (7) and the throttle plate (2) and into an outer part space (227) which comprises the remaining control space (27).
  3. Fuel injection valve according to Claim 2, in which the inner part space (127) and the outer part space (227) are separated hydraulically in the open position of the valve inner needle (7).
  4. Fuel injection valve according to Claim 2 or 3, in which the outlet throttle (44) connects only the outer part space (227) to the valve space (51).
  5. Fuel injection valve according to Claim 1, in which the control valve has a valve element (52) which is arranged in the valve space (51), interrupts the connection to the leakage-oil space in a first switching position and opens the connection to the leakage-oil space in a second switching position.
  6. Fuel injection valve according to Claim 1, in which a bypass throttle (46) opens into the valve space, via which bypass throttle (46) the valve space (51) can be connected to a high-pressure region (3; 12) of the fuel injection valve, and having a valve element (52) which is arranged movably in the valve space (51), interrupts the connection to the leakage-oil space in a first switching position while the bypass throttle (46) is open, and opens the connection to the leakage-oil space in a second switching position while the bypass throttle (46) is closed, the outlet throttle (44) which leads from the control space (27) to the valve space (51) remaining continuously open.
  7. Fuel injection valve according to Claim 6, in which the valve element (52) has a circular sealing face (53) which lies opposite an inlet opening (146) of the bypass throttle (46) into the valve space (51) and closes the bypass throttle (46) in the second switching position, the diameter of the circular sealing face (53) and the diameter of the inlet opening (146) being at least approximately identically large.
  8. Fuel injection valve according to Claim 1, in which the valve outer needle (5) has an outer end face (36) which is bevelled and as a result has the shape of a truncated cone, with the result that a sealing region (38) is formed on the outer end face (46).
  9. Fuel injection valve according to Claim 2, in which the fuel pressure in the outer part space (127) loads a part of the inner end face (34) of the valve inner needle (7).
  10. Fuel injection valve according to Claim 1, in which the valve outer needle (5) is guided in a sleeve (16) which delimits the control space (27) to the outside, the outer inlet throttle (42) being formed in the sleeve (16).
  11. Fuel injection valve according to Claim 1, in which the valve inner needle (7) has a recess (47) on its inner end face (34), into which recess (47) the inner inlet throttle (40) opens in the open position of the valve inner needle (7) when the valve inner needle (7) rests with its sealing region (38) on the stop in the open position, the outer inlet throttle (42) being formed in the valve inner needle (5) and connecting the recess (47) to the second part space (227).
EP20050109414 2004-10-23 2005-10-11 Fuel injection valve for internal combustion engines Ceased EP1650427B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200410051756 DE102004051756A1 (en) 2004-10-23 2004-10-23 Fuel injection valve for internal combustion engines

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EP1650427A1 EP1650427A1 (en) 2006-04-26
EP1650427B1 true EP1650427B1 (en) 2007-11-07

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102803701A (en) * 2009-06-15 2012-11-28 德尔福技术控股有限公司 Fuel injector

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006009070A1 (en) * 2006-02-28 2007-08-30 Robert Bosch Gmbh Fuel-injection valve for air-compressing, auto-igniting internal combustion engines comprises a valve with a corrugated washer partly surrounding the periphery of a bolt section of a valve bolt
EP2050951B1 (en) * 2007-10-18 2012-05-02 Delphi Technologies Holding S.à.r.l. Fuel injector
CN111502880A (en) * 2020-03-17 2020-08-07 成都威特电喷有限责任公司 Electric control high-pressure fuel injection device capable of preventing dynamic leakage

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10122241A1 (en) * 2001-05-08 2002-12-05 Bosch Gmbh Robert Fuel injection valve for internal combustion engines
DE10205970A1 (en) * 2002-02-14 2003-09-04 Bosch Gmbh Robert Fuel injection valve for internal combustion engines
DE10246974A1 (en) * 2002-10-09 2004-04-22 Robert Bosch Gmbh Fuel injector nozzle for use in internal combustion engine has needle and sleeve separately cutting off fuel flow to inner and outer nozzle bores
DE10304605A1 (en) * 2003-02-05 2004-08-19 Robert Bosch Gmbh Fuel injector with two coaxial valve needles
DE10338228A1 (en) 2003-08-20 2005-03-10 Bosch Gmbh Robert Fuel injection valve for internal combustion engines

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102803701A (en) * 2009-06-15 2012-11-28 德尔福技术控股有限公司 Fuel injector
CN102803701B (en) * 2009-06-15 2015-04-29 德尔福国际运营卢森堡有限公司 Fuel injector

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EP1650427A1 (en) 2006-04-26
DE502005001871D1 (en) 2007-12-20
DE102004051756A1 (en) 2006-04-27

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